Systems and methods for diagnosing seal integrity in a battery

ABSTRACT

Systems and methods of detecting leakage and other issues with electrical battery housings are provided. By using an air compressor to alter the air pressure within a battery housing, a processor may detect an abnormal rate of change in the air pressure within the battery housing as compared to a rate of change of an ideal battery housing.

FIELD

The present disclosure is generally directed to batteries, inparticular, toward systems and methods for identifying and detectingleakage in a battery housing.

BACKGROUND

In recent years, transportation methods have changed substantially. Thischange is due in part to a concern over the limited availability ofnatural resources, a proliferation in personal technology, and asocietal shift to adopt more environmentally friendly transportationsolutions. These considerations have encouraged the development of anumber of new flexible-fuel vehicles, hybrid-electric vehicles, andelectric vehicles.

While these vehicles appear to be new they are generally implemented asa number of traditional subsystems that are merely tied to analternative power source. In fact, the design and construction of thevehicles is limited to standard frame sizes, shapes, materials, andtransportation concepts. Among other things, these limitations fail totake advantage of the benefits of new technology, power sources, andsupport infrastructure.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG. 1 shows a vehicle in accordance with embodiments of the presentdisclosure;

FIG. 2 shows a vehicle in an environment in accordance with embodimentsof the present disclosure;

FIG. 3 is a diagram of an embodiment of a data structure for storinginformation about a vehicle in an environment;

FIG. 4A shows a vehicle in a user environment in accordance withembodiments of the present disclosure;

FIG. 4B shows a vehicle in a fleet management and automated operationenvironment in accordance with embodiments of the present disclosure;

FIG. 4C shows an embodiment of the instrument panel of the vehicleaccording to one embodiment of the present disclosure;

FIG. 5 shows charging areas associated with an environment in accordancewith embodiments of the present disclosure;

FIG. 6 shows a vehicle in a roadway charging environment in accordancewith embodiments of the present disclosure;

FIG. 7 shows a vehicle in a robotic charging station environment inaccordance with another embodiment of the present disclosure;

FIG. 8 shows a vehicle in an overhead charging environment in accordancewith another embodiment of the present disclosure;

FIG. 9 shows a vehicle in a roadway environment comprising roadwayvehicles in accordance with another embodiment of the presentdisclosure;

FIG. 10 shows a vehicle in an aerial vehicle charging environment inaccordance with another embodiment of the present disclosure;

FIG. 11 shows a vehicle in an emergency charging environment inaccordance with embodiments of the present disclosure;

FIG. 12 is a perspective view of a vehicle in accordance withembodiments of the present disclosure;

FIG. 13 is a plan view of a vehicle in accordance with at least someembodiments of the present disclosure;

FIG. 14 is a plan view of a vehicle in accordance with embodiments ofthe present disclosure;

FIG. 15 is a block diagram of an embodiment of an electrical system ofthe vehicle;

FIG. 16 is a block diagram of an embodiment of a power generation unitassociated with the electrical system of the vehicle;

FIG. 17 is a block diagram of an embodiment of power storage associatedwith the electrical system of the vehicle;

FIG. 18 is a block diagram of an embodiment of loads associated with theelectrical system of the vehicle;

FIG. 19A is a block diagram of an exemplary embodiment of acommunications subsystem of the vehicle;

FIG. 19B is a block diagram of a computing environment associated withthe embodiments presented herein;

FIG. 19C is a block diagram of a computing device associated with one ormore components described herein;

FIG. 20 shows a perspective view of a battery housing in accordance withat least some embodiments of the present disclosure;

FIG. 21 shows a perspective view of a vehicle in accordance with atleast some embodiments of the present disclosure;

FIG. 22 shows a perspective view of a battery housing in accordance withat least some embodiments of the present disclosure;

FIG. 23 is an illustration of a user interface in accordance with atleast one embodiment of the present disclosure;

FIG. 24A is a graph of an air pressure response in accordance with atleast some embodiments of the present disclosure;

FIG. 24B is a graph of an air pressure response in accordance with atleast some embodiments of the present disclosure;

FIG. 25A is a graph of an air pressure response in accordance with atleast some embodiments of the present disclosure;

FIG. 25B is a graph of an air pressure response in accordance with atleast some embodiments of the present disclosure;

FIG. 25C is a graph of an air pressure response in accordance with atleast some embodiments of the present disclosure;

FIG. 25D is a graph of an air pressure response in accordance with atleast some embodiments of the present disclosure; and

FIG. 26 is an illustration of a method in accordance with at least someembodiments of the present disclosure.

DETAILED DESCRIPTION

Embodiments of the present disclosure will be described in connectionwith a vehicle, and in accordance with one exemplary embodiment anelectric vehicle and/or hybrid-electric vehicle and associated systems.

With attention to FIGS. 1-11, embodiments of the electric vehicle system10 and method of use are depicted.

Referring to FIG. 1, the electric vehicle system comprises electricvehicle 100. The electric vehicle 100 comprises vehicle front 110,vehicle aft 120, vehicle roof 130, vehicle side 160, vehicleundercarriage 140 and vehicle interior 150.

Referring to FIG. 2, the vehicle 100 is depicted in a plurality ofexemplary environments. The vehicle 100 may operate in any one or moreof the depicted environments in any combination. Other embodiments arepossible but are not depicted in FIG. 2. Generally, the vehicle 100 mayoperate in environments which enable charging of the vehicle 100 and/oroperation of the vehicle 100. More specifically, the vehicle 100 mayreceive a charge via one or more means comprising emergency chargingvehicle system 270, aerial vehicle charging system 280, roadway system250, robotic charging system 254 and overhead charging system 258. Thevehicle 100 may interact and/or operate in an environment comprising oneor more other roadway vehicles 260. The vehicle 100 may engage withelements within the vehicle 100 comprising vehicle driver 220, vehiclepassengers 220 and vehicle database 210. In one embodiment, vehicledatabase 210 does not physically reside in the vehicle 100 but isinstead accessed remotely, e.g. by wireless communication, and residesin another location such as a residence or business location. Vehicle100 may operate autonomously and/or semi-autonomously in an autonomousenvironment 290 (here, depicted as a roadway environment presenting aroadway obstacle of which the vehicle 100 autonomously identifies andsteers the vehicle 100 clear of the obstacle). Furthermore, the vehicle100 may engage with a remote operator system 240, which may providefleet management instructions or control.

FIG. 3 is a diagram of an embodiment of a data structure 300 for storinginformation about a vehicle 100 in an environment. The data structuremay be stored in vehicle database 210. Generally, data structure 300identifies operational data associated with charging types 310A. Thedata structures 300 may be accessible by a vehicle controller. The datacontained in data structure 300 enables, among other things, for thevehicle 100 to receive a charge from a given charging type.

Data may comprise charging type 310A comprising a manual chargingstation 310J, robotic charging station 310K such as robotic chargingsystem 254, a roadway charging system 310L such as those of roadwaysystem 250, an emergency charging system 310M such as that of emergencycharging vehicle system 270, an emergency charging system 310N such asthat of aerial vehicle charging system 280, and overhead charging type310O such as that of overhead charging system 258.

Compatible vehicle charging panel types 310B comprise locations onvehicle 100 wherein charging may be received, such as vehicle roof 130,vehicle side 160 and vehicle lower or undercarriage 140. Compatiblevehicle storage units 310C data indicates storage units types that mayreceive power from a given charging type 310A. Available automationlevel 310D data indicates the degree of automation available for a givencharging type; a high level may indicate full automation, allowing thevehicle driver 220 and/or vehicle passengers 230 to not involvethemselves in charging operations, while a low level of automation mayrequire the driver 220 and/or occupant 230 to manipulate/position avehicle charging device to engage with a particular charging type 310Ato receive charging. Charging status 310E indicates whether a chargingtype 310A is available for charging (i.e. is “up”) or is unavailable forcharging (i.e. is “down”). Charge rate 310F provides a relative valuefor time to charge, while Cost 310G indicates the cost to vehicle 100 toreceive a given charge. The Other data element 310H may provideadditional data relevant to a given charging type 310A, such as arecommended separation distance between a vehicle charging plate and thecharging source. The Shielding data element 310I indicates ifelectromagnetic shielding is recommended for a given charging type 310Aand/or charging configuration. Further data fields 310P, 310Q arepossible.

FIG. 4A depicts the vehicle 100 in a user environment comprising vehicledatabase 210, vehicle driver 220 and vehicle passengers 230. Vehicle 100further comprises vehicle instrument panel 400 to facilitate or enableinteractions with one or more of vehicle database 210, vehicle driver220 and vehicle passengers 230. In one embodiment, driver 210 interactswith instrument panel 400 to query database 210 so as to locateavailable charging options and to consider or weigh associated terms andconditions of the charging options. Once a charging option is selected,driver 210 may engage or operate a manual control device (e.g., ajoystick) to position a vehicle charging receiver panel so as to receivea charge.

FIG. 4B depicts the vehicle 100 in a user environment comprising aremote operator system 240 and an autonomous driving environment 290. Inthe remote operator system 240 environment, a fleet of electric vehicles100 (or mixture of electric and non-electric vehicles) is managed and/orcontrolled remotely. For example, a human operator may dictate that onlycertain types of charging types are to be used, or only those chargingtypes below a certain price point are to be used. The remote operatorsystem 240 may comprise a database comprising operational data, such asfleet-wide operational data. In another example, the vehicle 100 mayoperate in an autonomous driving environment 290 wherein the vehicle 100is operated with some degree of autonomy, ranging from completeautonomous operation to semi-automation wherein only specific drivingparameters (e.g., speed control or obstacle avoidance) are maintained orcontrolled autonomously. In FIG. 4B, autonomous driving environment 290depicts an oil slick roadway hazard that triggers that triggers thevehicle 100, while in an automated obstacle avoidance mode, toautomatically steer around the roadway hazard.

FIG. 4C shows one embodiment of the vehicle instrument panel 400 ofvehicle 100. Instrument panel 400 of vehicle 100 comprises steeringwheel 410, vehicle operational display 420 (which would provide basicdriving data such as speed), one or more auxiliary displays 424 (whichmay display, e.g., entertainment applications such as music or radioselections), heads-up display 434 (which may provide, e.g., guidanceinformation such as route to destination, or obstacle warninginformation to warn of a potential collision, or some or all primaryvehicle operational data such as speed), power management display 428(which may provide, e.g., data as to electric power levels of vehicle100), and charging manual controller 432 (which provides a physicalinput, e.g. a joystick, to manual maneuver, e.g., a vehicle chargingplate to a desired separation distance). One or more of displays ofinstrument panel 400 may be touch-screen displays. One or more displaysof instrument panel 400 may be mobile devices and/or applicationsresiding on a mobile device such as a smart phone.

FIG. 5 depicts a charging environment of a roadway charging system 250.The charging area may be in the roadway 504, on the roadway 504, orotherwise adjacent to the roadway 504, and/or combinations thereof. Thisstatic charging area 520B may allow a charge to be transferred evenwhile the electrical vehicle 100 is moving. For example, the staticcharging area 520B may include a charging transmitter (e.g., conductor,etc.) that provides a transfer of energy when in a suitable range of areceiving unit (e.g., an inductor pick up, etc.). In this example, thereceiving unit may be a part of the charging panel associated with theelectrical vehicle 100.

The static charging areas 520A, 520B may be positioned a static areasuch as a designated spot, pad, parking space 540A, 540B, trafficcontrolled space (e.g., an area adjacent to a stop sign, traffic light,gate, etc.), portion of a building, portion of a structure, etc., and/orcombinations thereof. Some static charging areas may require that theelectric vehicle 100 is stationary before a charge, or electrical energytransfer, is initiated. The charging of vehicle 100 may occur by any ofseveral means comprising a plug or other protruding feature. The powersource 516A, 516B may include a receptacle or other receiving feature,and/or vice versa.

The charging area may be a moving charging area 520C. Moving chargingareas 520C may include charging areas associated with one or moreportions of a vehicle, a robotic charging device, a tracked chargingdevice, a rail charging device, etc., and/or combinations thereof. In amoving charging area 520C, the electrical vehicle 100 may be configuredto receive a charge, via a charging panel, while the vehicle 100 ismoving and/or while the vehicle 100 is stationary. In some embodiments,the electrical vehicle 100 may synchronize to move at the same speed,acceleration, and/or path as the moving charging area 520C. In oneembodiment, the moving charging area 520C may synchronize to move at thesame speed, acceleration, and/or path as the electrical vehicle 100. Inany event, the synchronization may be based on an exchange ofinformation communicated across a communications channel between theelectric vehicle 100 and the charging area 520C. Additionally oralternatively, the synchronization may be based on informationassociated with a movement of the electric vehicle 100 and/or the movingcharging area 520C. In some embodiments, the moving charging area 520Cmay be configured to move along a direction or path 532 from an originposition to a destination position 520C′.

In some embodiments, a transformer may be included to convert a powersetting associated with a main power supply to a power supply used bythe charging areas 520A-C. For example, the transformer may increase ordecrease a voltage associated with power supplied via one or more powertransmission lines.

Referring to FIG. 6, a vehicle 100 is shown in a charging environment inaccordance with embodiments of the present disclosure. The system 10comprises a vehicle 100, an electrical storage unit 612, an externalpower source 516 able to provide a charge to the vehicle 100, a chargingpanel 608 mounted on the vehicle 100 and in electrical communicationwith the electrical storage unit 612, and a vehicle charging panelcontroller 610. The charging panel controller 610 may determine if theelectrical storage unit requires charging and if conditions allow fordeployment of a charging panel. The vehicle charging panel 608 mayoperate in at least a retracted state and a deployed state (608 and 608′as shown is FIG. 6), and is movable by way of an armature.

The charging panel controller 610 may receive signals from vehiclesensors 626 to determine, for example, if a hazard is present in thepath of the vehicle 100 such that deployment of the vehicle chargingpanel 608 is inadvisable. The charging panel controller 610 may alsoquery vehicle database 210 comprising data structures 300 to establishother required conditions for deployment. For example, the database mayprovide that a particular roadway does not provide a charging service orthe charging service is inactive, wherein the charging panel 108 wouldnot be deployed.

The power source 516 may include at least one electrical transmissionline 624 and at least one power transmitter or charging area 520. Duringa charge, the charging panel 608 may serve to transfer energy from thepower source 516 to at least one energy storage unit 612 (e.g., battery,capacitor, power cell, etc.) of the electric vehicle 100.

FIG. 7 shows a vehicle 100 in a charging station environment 254 inaccordance with another embodiment of the present disclosure. Generally,in this embodiment of the disclosure, charging occurs from a roboticunit 700.

Robotic charging unit 700 comprises one or more robotic unit arms 704,at least one robotic unit arm 704 interconnected with charging plate520. The one or more robotic unit arms 704 manoeuvre charging plate 520relative to charging panel 608 of vehicle 100. Charging plate 520 ispositioned to a desired or selectable separation distance, as assistedby a separation distance sensor disposed on charging plate 520. Chargingplate 520 may remain at a finite separation distance from charging panel608, or may directly contact charging panel (i.e. such that separationdistance is zero). Charging may be by induction. In alternativeembodiments, separation distance sensor is alternatively or additionallydisposed on robotic arm 704. Vehicle 100 receives charging via chargingpanel 608 which in turn charges energy storage unit 612. Charging panelcontroller 610 is in communication with energy storage unit 612,charging panel 608, vehicle database 300, charge provider controller622, and/or any one of elements of instrument panel 400.

Robotic unit further comprises, is in communication with and/or isinterconnected with charge provider controller 622, power source 516 anda robotic unit database. Power source 516 supplies power, such aselectrical power, to charge plate 520 to enable charging of vehicle 100via charging panel 608. Controller 622 maneuvers or operates roboticunit 704, either directly and/or completely or with assistance from aremote user, such as a driver or passenger in vehicle 100 by way of, inone embodiment, charging manual controller 432.

FIG. 8 shows a vehicle 100 in an overhead charging environment inaccordance with another embodiment of the present disclosure. Generally,in this embodiment of the disclosure, charging occurs from an overheadtowered charging system 258, similar to existing commuter rail systems.Such an overhead towered system 258 may be easier to build and repaircompared to in-roadway systems. Generally, the disclosure includes aspecially-designed overhead roadway charging system comprising anoverhead charging cable or first wire 814 that is configured to engagean overhead contact 824 which provides charge to charging panel 608which provides charge to vehicle energy storage unit 612. The overheadtowered charging system 258 may further comprise second wire 818 toprovide stability and structural strength to the roadway charging system800. The first wire 814 and second wire 818 are strung between towers810.

The overhead charging cable or first wire 814 is analogous to a contactwire used to provide charging to electric trains or other vehicles. Anexternal source provides or supplies electrical power to the first wire814. The charge provider comprises an energy source i.e. a providerbattery and a provider charge circuit or controller in communicationwith the provider battery. The overhead charging cable or first wire 814engages the overhead contact 824 which is in electrical communicationwith charge receiver panel 108. The overhead contact 824 may compriseany known means to connect to overhead electrical power cables, such asa pantograph 820, a bow collector, a trolley pole or any means known tothose skilled in the art. Further disclosure regarding electrical poweror energy transfer via overhead systems is found in U.S. Pat. Publ. No.2013/0105264 to Ruth entitled “Pantograph Assembly,” the entire contentsof which are incorporated by reference for all purposes. In oneembodiment, the charging of vehicle 100 by overhead charging system 800via overhead contact 824 is by any means know to those skilled in theart, to include those described in the above-referenced U.S. Pat. Publ.No. 2013/0105264 to Ruth.

The overhead contact 824 presses against the underside of the lowestoverhead wire of the overhead charging system, i.e. the overheadcharging cable or first wire 814, aka the contact wire. The overheadcontact 824 may be electrically conductive. Alternatively oradditionally, the overhead contact 824 may be adapted to receiveelectrical power from overhead charging cable or first wire 814 byinductive charging.

In one embodiment, the receipt and/or control of the energy provided viaoverhead contact 824 (as connected to the energy storage unit 612) isprovided by receiver charge circuit or charging panel controller 110.

Overhead contact 824 and/or charging panel 608 may be located anywhereon vehicle 100, to include, for example, the roof, side panel, trunk,hood, front or rear bumper of the charge receiver 100 vehicle, as longas the overhead contact 824 may engage the overhead charging cable orfirst wire 814. Charging panel 108 may be stationary (e.g. disposed onthe roof of vehicle 100) or may be moveable, e.g. moveable with thepantograph 820. Pantograph 820 may be positioned in at least two statescomprising retracted and extended. In the extended state pantograph 820engages first wire 814 by way of the overhead contact 824. In theretracted state, pantograph 820 may typically reside flush with the roofof vehicle 100 and extend only when required for charging. Control ofthe charging and/or positioning of the charging plate 608, pantograph820 and/or overhead contact 824 may be manual, automatic orsemi-automatic (such as via controller 610); said control may beperformed through a GUI engaged by driver or occupant of receivingvehicle 100 and/or driver or occupant of charging vehicle.

FIG. 9 shows a vehicle in a roadway environment comprising roadwayvehicles 260 in accordance with another embodiment of the presentdisclosure. Roadway vehicles 260 comprise roadway passive vehicles 910and roadway active vehicles 920. Roadway passive vehicles 910 comprisevehicles that are operating on the roadway of vehicle 100 but do nocooperatively or actively engage with vehicle 100. Stated another way,roadway passive vehicles 910 are simply other vehicles operating on theroadway with the vehicle 100 and must be, among other things, avoided(e.g., to include when vehicle 100 is operating in an autonomous orsemi-autonomous manner). In contrast, roadway active vehicles 920comprise vehicles that are operating on the roadway of vehicle 100 andhave the capability to, or actually are, actively engaging with vehicle100. For example, the emergency charging vehicle system 270 is a roadwayactive vehicle 920 in that it may cooperate or engage with vehicle 100to provide charging. In some embodiments, vehicle 100 may exchange datawith a roadway active vehicle 920 such as, for example, data regardingcharging types available to the roadway active vehicle 920.

FIG. 10 shows a vehicle in an aerial vehicle charging environment inaccordance with another embodiment of the present disclosure. Generally,this embodiment involves an aerial vehicle (“AV”), such as an UnmannedAerial Vehicle (UAV), flying over or near a vehicle to provide a charge.The UAV may also land on the car to provide an emergency (or routine)charge. Such a charging scheme may be particularly suited for operationsin remote areas, in high traffic situations, and/or when the car ismoving. The AV may be a specially-designed UAV, aka RPV or drone, with acharging panel that can extend from the AV to provide a charge. The AVmay include a battery pack and a charging circuit to deliver a charge tothe vehicle. The AV may be a manned aerial vehicle, such as a pilotedgeneral aviation aircraft, such as a Cessna 172.

With reference to FIG. 10, an exemplar embodiment of a vehicle chargingsystem 100 comprising a charge provider configured as an aerial vehicle280, the aerial vehicle 280 comprising a power source 516 and chargeprovider controller 622. The AV may be semi-autonomous or fullyautonomous. The AV may have a remote pilot/operator providing controlinputs. The power source 516 is configured to provide a charge to acharging panel 608 of vehicle 100. The power source 516 is incommunication with the charge provider controller 622. The aerialvehicle 280 provides a tether 1010 to deploy or extend charging plate520 near to charging panel 608. The tether 1010 may comprise a chain,rope, rigid or semi-rigid tow bar or any means to position chargingplate 520 near charging panel 608. For example, tether 1010 may besimilar to a refueling probe used by airborne tanker aircraft whenrefueling another aircraft.

In one embodiment, the charging plate 520 is not in physicalinterconnection to AV 280, that is, there is no tether 1010. In thisembodiment, the charging plate 520 is positioned and controlled by AV280 by way of a controller on AV 280 or in communication with AV 280.

In one embodiment, the charging plate 520 position and/orcharacteristics (e.g. charging power level, flying separation distance,physical engagement on/off) are controlled by vehicle 100 and/or a userin or driver of vehicle 100.

Charge or power output of power source 516 is provided or transmitted tocharger plate 620 by way of a charging cable or wire, which may beintegral to tether 1010. In one embodiment, the charging cable isnon-structural, that is, it provides zero or little structural supportto the connection between AV 280 and charger plate 520.

Charging panel 608 of vehicle 100 receives power from charger plate 520.Charging panel 608 and charger plate 520 may be in direct physicalcontact (termed a “contact” charger configuration) or not in directphysical contact (termed a “flyer” charger configuration), but must beat or below a threshold (separation) distance to enable charging, suchas by induction. Energy transfer or charging from the charger plate 520to the charging panel 608 is inductive charging (i.e. use of an EM fieldto transfer energy between two objects). The charging panel 608 providesreceived power to energy storage unit 612 by way of charging panelcontroller 610. Charging panel controller 610 is in communication withvehicle database 210, vehicle database 210 comprising an AV chargingdata structure.

Charging panel 508 may be located anywhere on vehicle 100, to include,for example, the roof, side panel, trunk, hood, front or rear bumper andwheel hub of vehicle 100. Charging panel 608 is mounted on the roof ofvehicle 100 in the embodiment of FIG. 10. In some embodiments, chargingpanel 608 may be deployable, i.e. may extend or deploy only whencharging is needed. For example, charging panel 608 may typically resideflush with the roof of vehicle 100 and extend when required forcharging. Similarly, charger plate 520 may, in one embodiment, not beconnected to AV 280 by way of tether 1010 and may instead be mounteddirectly on the AV 280, to include, for example, the wing, empennage,undercarriage to include landing gear, and may be deployable orextendable when required. Tether 1010 may be configured to maneuvercharging plate 520 to any position on vehicle 100 so as to enablecharging. In one embodiment, the AV 280 may land on the vehicle 100 soas to enable charging through direct contact (i.e. the aforementionedcontact charging configuration) between the charging plate 520 and thecharging panel 608 of vehicle 100. Charging may occur while both AV 280and vehicle 100 are moving, while both vehicle 100 and AV 280 are notmoving (i.e., vehicle 100 is parked and AV 280 lands on top of vehicle100), or while vehicle 100 is parked and AV 280 is hovering or circlingabove. Control of the charging and/or positioning of the charging plate520 may be manual, automatic or semi-automatic; said control may beperformed through a GUI engaged by driver or occupant of receivingvehicle 100 and/or driver or occupant of charging AV 280.

FIG. 11 is an embodiment of a vehicle emergency charging systemcomprising an emergency charging vehicle 270 and charge receiver vehicle100 is disclosed. The emergency charging vehicle 270 is a road vehicle,such as a pick-up truck, as shown in FIG. 11. The emergency chargingvehicle 270 is configured to provide a charge to a charge receivervehicle 100, such as an automobile. The emergency charging vehicle 270comprises an energy source i.e. a charging power source 516 and a chargeprovider controller 622 in communication with the charging power source516. The emergency charging vehicle 270 provides a towed and/orarticulated charger plate 520, as connected to the emergency chargingvehicle 270 by connector 1150. The connector 1150 may comprise a chain,rope, rigid or semi-rigid tow bar or any means to position charger plate520 near the charging panel 608 of vehicle 100. Charge or power outputof charging power source 516 is provided or transmitted to charger plate520 by way of charging cable or wire 1140. In one embodiment, thecharging cable 1140 is non-structural, that is, it provides little or nostructural support to the connection between emergency charging vehicle270 and charging panel 608. Charging panel 608 (of vehicle 100) receivespower from charger plate 520. Charger plate 520 and charging panel 608may be in direct physical contact or not in direct physical contact, butmust be at or below a threshold separation distance to enable charging,such as by induction. Charger plate 520 may comprise wheels or rollersso as to roll along roadway surface. Charger plate 520 may also notcontact the ground surface and instead be suspended above the ground;such a configuration may be termed a “flying” configuration. In theflying configuration, charger plate may form an aerodynamic surface to,for example, facilitate stability and control of the positioning of thecharging plate 520. Energy transfer or charging from the charger plate520 to the charge receiver panel 608 is through inductive charging (i.e.use of an EM field to transfer energy between two objects). The chargingpanel 608 provides received power to energy storage unit 612 directly orby way of charging panel controller 610. In one embodiment, the receiptand/or control of the energy provided via the charging panel 608 isprovided by charging panel controller 610.

Charging panel controller 610 may be located anywhere on charge receivervehicle 100, to include, for example, the roof, side panel, trunk, hood,front or rear bumper and wheel hub of charge receiver 100 vehicle. Insome embodiments, charging panel 608 may be deployable, i.e. may extendor deploy only when charging is needed. For example, charging panel 608may typically stow flush with the lower plane of vehicle 100 and extendwhen required for charging. Similarly, charger plate 520 may, in oneembodiment, not be connected to the lower rear of the emergency chargingvehicle 270 by way of connector 1150 and may instead be mounted on theemergency charging vehicle 270, to include, for example, the roof, sidepanel, trunk, hood, front or rear bumper and wheel hub of emergencycharging vehicle 270. Connector 1150 may be configured to maneuverconnector plate 520 to any position on emergency charging vehicle 270 soas to enable charging. Control of the charging and/or positioning of thecharging plate may be manual, automatic or semi-automatic; said controlmay be performed through a GUI engaged by driver or occupant ofreceiving vehicle and/or driver or occupant of charging vehicle.

FIG. 12 shows a perspective view of a vehicle 100 in accordance withembodiments of the present disclosure. Although shown in the form of acar, it should be appreciated that the vehicle 100 described herein mayinclude any conveyance or model of a conveyance, where the conveyancewas designed for the purpose of moving one or more tangible objects,such as people, animals, cargo, and the like. The term “vehicle” doesnot require that a conveyance moves or is capable of movement. Typicalvehicles may include but are in no way limited to cars, trucks,motorcycles, busses, automobiles, trains, railed conveyances, boats,ships, marine conveyances, submarine conveyances, airplanes, spacecraft, flying machines, human-powered conveyances, and the like. In anyevent, the vehicle 100 may include a frame 1204 and one or more bodypanels 1208 mounted or affixed thereto. The vehicle 100 may include oneor more interior components (e.g., components inside an interior space150, or user space, of a vehicle 100, etc.), exterior components (e.g.,components outside of the interior space 150, or user space, of avehicle 100, etc.), drive systems, controls systems, structuralcomponents.

Referring now to FIG. 13, a plan view of a vehicle 100 will be describedin accordance with embodiments of the present disclosure. As providedabove, the vehicle 100 may comprise a number of electrical and/ormechanical systems, subsystems, etc. The mechanical systems of thevehicle 100 can include structural, power, safety, and communicationssubsystems, to name a few. While each subsystem may be describedseparately, it should be appreciated that the components of a particularsubsystem may be shared between one or more other subsystems of thevehicle 100.

The structural subsystem includes the frame 1204 of the vehicle 100. Theframe 1204 may comprise a separate frame and body construction (i.e.,body-on-frame construction), a unitary frame and body construction(i.e., a unibody construction), or any other construction defining thestructure of the vehicle 100. The frame 1204 may be made from one ormore materials including, but in no way limited to steel, titanium,aluminum, carbon fiber, plastic, polymers, etc., and/or combinationsthereof. In some embodiments, the frame 1204 may be formed, welded,fused, fastened, pressed, etc., combinations thereof, or otherwiseshaped to define a physical structure and strength of the vehicle 100.In any event, the frame 1204 may comprise one or more surfaces,connections, protrusions, cavities, mounting points, tabs, slots, orother features that are configured to receive other components that makeup the vehicle 100. For example, the body panels, powertrain subsystem,controls systems, interior components, communications subsystem, andsafety subsystem may interconnect with, or attach to, the frame 1204 ofthe vehicle 100.

The frame 1204 may include one or more modular system and/or subsystemconnection mechanisms. These mechanisms may include features that areconfigured to provide a selectively interchangeable interface for one ormore of the systems and/or subsystems described herein. The mechanismsmay provide for a quick exchange, or swapping, of components whileproviding enhanced security and adaptability over conventionalmanufacturing or attachment. For instance, the ability to selectivelyinterchange systems and/or subsystems in the vehicle 100 allow thevehicle 100 to adapt to the ever-changing technological demands ofsociety and advances in safety. Among other things, the mechanisms mayprovide for the quick exchange of batteries, capacitors, power sources1308A, 1308B, motors 1312, engines, safety equipment, controllers, userinterfaces, interiors exterior components, body panels 1208, bumpers1316, sensors, etc., and/or combinations thereof. Additionally oralternatively, the mechanisms may provide unique security hardwareand/or software embedded therein that, among other things, can preventfraudulent or low quality construction replacements from being used inthe vehicle 100. Similarly, the mechanisms, subsystems, and/or receivingfeatures in the vehicle 100 may employ poka-yoke, or mistake-proofing,features that ensure a particular mechanism is always interconnectedwith the vehicle 100 in a correct position, function, etc.

By way of example, complete systems or subsystems may be removed and/orreplaced from a vehicle 100 utilizing a single minute exchangeprinciple. In some embodiments, the frame 1204 may include slides,receptacles, cavities, protrusions, and/or a number of other featuresthat allow for quick exchange of system components. In one embodiment,the frame 1204 may include tray or ledge features, mechanicalinterconnection features, locking mechanisms, retaining mechanisms,etc., and/or combinations thereof. In some embodiments, it may bebeneficial to quickly remove a used power source 1308A, 1308B (e.g.,battery unit, capacitor unit, etc.) from the vehicle 100 and replace theused power source 1308A, 1308B with a charged power source. Continuingthis example, the power source 1308A, 1308B may include selectivelyinterchangeable features that interconnect with the frame 1204 or otherportion of the vehicle 100. For instance, in a power source 1308A, 1308Breplacement, the quick release features may be configured to release thepower source 1308A, 1308B from an engaged position and slide or moveaway from the frame 1204 of a vehicle 100. Once removed, the powersource 1308A, 1308B may be replaced (e.g., with a new power source, acharged power source, etc.) by engaging the replacement power sourceinto a system receiving position adjacent to the vehicle 100. In someembodiments, the vehicle 100 may include one or more actuatorsconfigured to position, lift, slide, or otherwise engage the replacementpower source with the vehicle 100. In one embodiment, the replacementpower source may be inserted into the vehicle 100 or vehicle frame 1204with mechanisms and/or machines that are external or separate from thevehicle 100.

In some embodiments, the frame 1204 may include one or more featuresconfigured to selectively interconnect with other vehicles and/orportions of vehicles. These selectively interconnecting features canallow for one or more vehicles to selectively couple together anddecouple for a variety of purposes. For example, it is an aspect of thepresent disclosure that a number of vehicles may be selectively coupledtogether to share energy, increase power output, provide security,decrease power consumption, provide towing services, and/or provide arange of other benefits. Continuing this example, the vehicles may becoupled together based on travel route, destination, preferences,settings, sensor information, and/or some other data. The coupling maybe initiated by at least one controller of the vehicle and/or trafficcontrol system upon determining that a coupling is beneficial to one ormore vehicles in a group of vehicles or a traffic system. As can beappreciated, the power consumption for a group of vehicles traveling ina same direction may be reduced or decreased by removing any aerodynamicseparation between vehicles. In this case, the vehicles may be coupledtogether to subject only the foremost vehicle in the coupling to airand/or wind resistance during travel. In one embodiment, the poweroutput by the group of vehicles may be proportionally or selectivelycontrolled to provide a specific output from each of the one or more ofthe vehicles in the group.

The interconnecting, or coupling, features may be configured aselectromagnetic mechanisms, mechanical couplings, electromechanicalcoupling mechanisms, etc., and/or combinations thereof. The features maybe selectively deployed from a portion of the frame 1204 and/or body ofthe vehicle 100. In some cases, the features may be built into the frame1204 and/or body of the vehicle 100. In any event, the features maydeploy from an unexposed position to an exposed position or may beconfigured to selectively engage/disengage without requiring an exposureor deployment of the mechanism from the frame 1204 and/or body. In someembodiments, the interconnecting features may be configured tointerconnect one or more of power, communications, electrical energy,fuel, and/or the like. One or more of the power, mechanical, and/orcommunications connections between vehicles may be part of a singleinterconnection mechanism. In some embodiments, the interconnectionmechanism may include multiple connection mechanisms. In any event, thesingle interconnection mechanism or the interconnection mechanism mayemploy the poka-yoke features as described above.

The power system of the vehicle 100 may include the powertrain, powerdistribution system, accessory power system, and/or any other componentsthat store power, provide power, convert power, and/or distribute powerto one or more portions of the vehicle 100. The powertrain may includethe one or more electric motors 1312 of the vehicle 100. The electricmotors 1312 are configured to convert electrical energy provided by apower source into mechanical energy. This mechanical energy may be inthe form of a rotational or other output force that is configured topropel or otherwise provide a motive force for the vehicle 100.

In some embodiments, the vehicle 100 may include one or more drivewheels 1320 that are driven by the one or more electric motors 1312 andmotor controllers 1314. In some cases, the vehicle 100 may include anelectric motor 1312 configured to provide a driving force for each drivewheel 1320. In other cases, a single electric motor 1312 may beconfigured to share an output force between two or more drive wheels1320 via one or more power transmission components. It is an aspect ofthe present disclosure that the powertrain include one or more powertransmission components, motor controllers 1314, and/or powercontrollers that can provide a controlled output of power to one or moreof the drive wheels 1320 of the vehicle 100. The power transmissioncomponents, power controllers, or motor controllers 1314 may becontrolled by at least one other vehicle controller described herein.

As provided above, the powertrain of the vehicle 100 may include one ormore power sources 1308A, 1308B. These one or more power sources 1308A,1308B may be configured to provide drive power, system and/or subsystempower, accessory power, etc. While described herein as a single powersource 1308 for sake of clarity, embodiments of the present disclosureare not so limited. For example, it should be appreciated thatindependent, different, or separate power sources 1308A, 1308B mayprovide power to various systems of the vehicle 100. For instance, adrive power source may be configured to provide the power for the one ormore electric motors 1312 of the vehicle 100, while a system powersource may be configured to provide the power for one or more othersystems and/or subsystems of the vehicle 100. Other power sources mayinclude an accessory power source, a backup power source, a criticalsystem power source, and/or other separate power sources. Separating thepower sources 1308A, 1308B in this manner may provide a number ofbenefits over conventional vehicle systems. For example, separating thepower sources 1308A, 1308B allow one power source 1308 to be removedand/or replaced independently without requiring that power be removedfrom all systems and/or subsystems of the vehicle 100 during a powersource 1308 removal/replacement. For instance, one or more of theaccessories, communications, safety equipment, and/or backup powersystems, etc., may be maintained even when a particular power source1308A, 1308B is depleted, removed, or becomes otherwise inoperable.

In some embodiments, the drive power source may be separated into two ormore cells, units, sources, and/or systems. By way of example, a vehicle100 may include a first drive power source 1308A and a second drivepower source 1308B. The first drive power source 1308A may be operatedindependently from or in conjunction with the second drive power source1308B and vice versa. Continuing this example, the first drive powersource 1308A may be removed from a vehicle while a second drive powersource 1308B can be maintained in the vehicle 100 to provide drivepower. This approach allows the vehicle 100 to significantly reduceweight (e.g., of the first drive power source 1308A, etc.) and improvepower consumption, even if only for a temporary period of time. In somecases, a vehicle 100 running low on power may automatically determinethat pulling over to a rest area, emergency lane, and removing, or“dropping off,” at least one power source 1308A, 1308B may reduce enoughweight of the vehicle 100 to allow the vehicle 100 to navigate to theclosest power source replacement and/or charging area. In someembodiments, the removed, or “dropped off,” power source 1308A may becollected by a collection service, vehicle mechanic, tow truck, or evenanother vehicle or individual.

The power source 1308 may include a GPS or other geographical locationsystem that may be configured to emit a location signal to one or morereceiving entities. For instance, the signal may be broadcast ortargeted to a specific receiving party. Additionally or alternatively,the power source 1308 may include a unique identifier that may be usedto associate the power source 1308 with a particular vehicle 100 orvehicle user. This unique identifier may allow an efficient recovery ofthe power source 1308 dropped off. In some embodiments, the uniqueidentifier may provide information for the particular vehicle 100 orvehicle user to be billed or charged with a cost of recovery for thepower source 1308.

The power source 1308 may include a charge controller 1324 that may beconfigured to determine charge levels of the power source 1308, controla rate at which charge is drawn from the power source 1308, control arate at which charge is added to the power source 1308, and/or monitor ahealth of the power source 1308 (e.g., one or more cells, portions,etc.). In some embodiments, the charge controller 1324 or the powersource 1308 may include a communication interface. The communicationinterface can allow the charge controller 1324 to report a state of thepower source 1308 to one or more other controllers of the vehicle 100 oreven communicate with a communication device separate and/or apart fromthe vehicle 100. Additionally or alternatively, the communicationinterface may be configured to receive instructions (e.g., controlinstructions, charge instructions, communication instructions, etc.)from one or more other controllers of the vehicle 100 or a communicationdevice that is separate and/or apart from the vehicle 100.

The powertrain includes one or more power distribution systemsconfigured to transmit power from the power source 1308 to one or moreelectric motors 1312 in the vehicle 100. The power distribution systemmay include electrical interconnections 1328 in the form of cables,wires, traces, wireless power transmission systems, etc., and/orcombinations thereof. It is an aspect of the present disclosure that thevehicle 100 include one or more redundant electrical interconnections1332 of the power distribution system. The redundant electricalinterconnections 1332 can allow power to be distributed to one or moresystems and/or subsystems of the vehicle 100 even in the event of afailure of an electrical interconnection portion of the vehicle 100(e.g., due to an accident, mishap, tampering, or other harm to aparticular electrical interconnection, etc.). In some embodiments, auser of a vehicle 100 may be alerted via a user interface associatedwith the vehicle 100 that a redundant electrical interconnection 1332 isbeing used and/or damage has occurred to a particular area of thevehicle electrical system. In any event, the one or more redundantelectrical interconnections 1332 may be configured along completelydifferent routes than the electrical interconnections 1328 and/orinclude different modes of failure than the electrical interconnections1328 to, among other things, prevent a total interruption powerdistribution in the event of a failure.

In some embodiments, the power distribution system may include an energyrecovery system 1336. This energy recovery system 1336, or kineticenergy recovery system, may be configured to recover energy produced bythe movement of a vehicle 100. The recovered energy may be stored aselectrical and/or mechanical energy. For instance, as a vehicle 100travels or moves, a certain amount of energy is required to accelerate,maintain a speed, stop, or slow the vehicle 100. In any event, a movingvehicle has a certain amount of kinetic energy. When brakes are appliedin a typical moving vehicle, most of the kinetic energy of the vehicleis lost as the generation of heat in the braking mechanism. In an energyrecovery system 1336, when a vehicle 100 brakes, at least a portion ofthe kinetic energy is converted into electrical and/or mechanical energyfor storage. Mechanical energy may be stored as mechanical movement(e.g., in a flywheel, etc.) and electrical energy may be stored inbatteries, capacitors, and/or some other electrical storage system. Insome embodiments, electrical energy recovered may be stored in the powersource 1308. For example, the recovered electrical energy may be used tocharge the power source 1308 of the vehicle 100.

The vehicle 100 may include one or more safety systems. Vehicle safetysystems can include a variety of mechanical and/or electrical componentsincluding, but in no way limited to, low impact or energy-absorbingbumpers 1316A, 1316B, crumple zones, reinforced body panels, reinforcedframe components, impact bars, power source containment zones, safetyglass, seatbelts, supplemental restraint systems, air bags, escapehatches, removable access panels, impact sensors, accelerometers, visionsystems, radar systems, etc., and/or the like. In some embodiments, theone or more of the safety components may include a safety sensor orgroup of safety sensors associated with the one or more of the safetycomponents. For example, a crumple zone may include one or more straingages, impact sensors, pressure transducers, etc. These sensors may beconfigured to detect or determine whether a portion of the vehicle 100has been subjected to a particular force, deformation, or other impact.Once detected, the information collected by the sensors may betransmitted or sent to one or more of a controller of the vehicle 100(e.g., a safety controller, vehicle controller, etc.) or a communicationdevice associated with the vehicle 100 (e.g., across a communicationnetwork, etc.).

FIG. 14 shows a plan view of the vehicle 100 in accordance withembodiments of the present disclosure. In particular, FIG. 14 shows abroken section 1402 of a charging system for the vehicle 100. Thecharging system may include a plug or receptacle 1404 configured toreceive power from an external power source (e.g., a source of powerthat is external to and/or separate from the vehicle 100, etc.). Anexample of an external power source may include the standard industrial,commercial, or residential power that is provided across power lines.Another example of an external power source may include a proprietarypower system configured to provide power to the vehicle 100. In anyevent, power received at the plug/receptacle 1404 may be transferred viaat least one power transmission interconnection 1408. Similar, if notidentical, to the electrical interconnections 1328 described above, theat least one power transmission interconnection 1408 may be one or morecables, wires, traces, wireless power transmission systems, etc., and/orcombinations thereof. Electrical energy in the form of charge can betransferred from the external power source to the charge controller1324. As provided above, the charge controller 1324 may regulate theaddition of charge to the power source 1308 of the vehicle 100 (e.g.,until the power source 1308 is full or at a capacity, etc.).

In some embodiments, the vehicle 100 may include an inductive chargingsystem and inductive charger 1412. The inductive charger 1412 may beconfigured to receive electrical energy from an inductive power sourceexternal to the vehicle 100. In one embodiment, when the vehicle 100and/or the inductive charger 1412 is positioned over an inductive powersource external to the vehicle 100, electrical energy can be transferredfrom the inductive power source to the vehicle 100. For example, theinductive charger 1412 may receive the charge and transfer the chargevia at least one power transmission interconnection 1408 to the chargecontroller 1324 and/or the power source 1308 of the vehicle 100. Theinductive charger 1412 may be concealed in a portion of the vehicle 100(e.g., at least partially protected by the frame 1204, one or more bodypanels 1208, a shroud, a shield, a protective cover, etc., and/orcombinations thereof) and/or may be deployed from the vehicle 100. Insome embodiments, the inductive charger 1412 may be configured toreceive charge only when the inductive charger 1412 is deployed from thevehicle 100. In other embodiments, the inductive charger 1412 may beconfigured to receive charge while concealed in the portion of thevehicle 100.

In addition to the mechanical components described herein, the vehicle100 may include a number of user interface devices. The user interfacedevices receive and translate human input into a mechanical movement orelectrical signal or stimulus. The human input may be one or more ofmotion (e.g., body movement, body part movement, in two-dimensional orthree-dimensional space, etc.), voice, touch, and/or physicalinteraction with the components of the vehicle 100. In some embodiments,the human input may be configured to control one or more functions ofthe vehicle 100 and/or systems of the vehicle 100 described herein. Userinterfaces may include, but are in no way limited to, at least onegraphical user interface of a display device, steering wheel ormechanism, transmission lever or button (e.g., including park, neutral,reverse, and/or drive positions, etc.), throttle control pedal ormechanism, brake control pedal or mechanism, power control switch,communications equipment, etc.

An embodiment of the electrical system 1500 associated with the vehicle100 may be as shown in FIG. 15. The electrical system 1500 can includepower source(s) that generate power, power storage that stores power,and/or load(s) that consume power. Power sources may be associated witha power generation unit 1504. Power storage may be associated with apower storage system 612. Loads may be associated with loads 1508. Theelectrical system 1500 may be managed by a power management controller1324. Further, the electrical system 1500 can include one or more otherinterfaces or controllers, which can include the billing and costcontrol unit 1512.

The power generation unit 1504 may be as described in conjunction withFIG. 16. The power storage component 612 may be as described inconjunction with FIG. 17. The loads 1508 may be as described inconjunction with FIG. 18.

The billing and cost control unit 1512 may interface with the powermanagement controller 1324 to determine the amount of charge or powerprovided to the power storage 612 through the power generation unit1504. The billing and cost control unit 1512 can then provideinformation for billing the vehicle owner. Thus, the billing and costcontrol unit 1512 can receive and/or send power information to thirdparty system(s) regarding the received charge from an external source.The information provided can help determine an amount of money required,from the owner of the vehicle, as payment for the provided power.Alternatively, or in addition, if the owner of the vehicle providedpower to another vehicle (or another device/system), that owner may beowed compensation for the provided power or energy, e.g., a credit.

The power management controller 1324 can be a computer or computingsystem(s) and/or electrical system with associated components, asdescribed herein, capable of managing the power generation unit 1504 toreceive power, routing the power to the power storage 612, and thenproviding the power from either the power generation unit 1504 and/orthe power storage 612 to the loads 1508. Thus, the power managementcontroller 1324 may execute programming that controls switches, devices,components, etc. involved in the reception, storage, and provision ofthe power in the electrical system 1500.

An embodiment of the power generation unit 1504 may be as shown in FIG.16. Generally, the power generation unit 1504 may be electricallycoupled to one or more power sources 1308. The power sources 1308 caninclude power sources internal and/or associated with the vehicle 100and/or power sources external to the vehicle 100 to which the vehicle100 electrically connects. One of the internal power sources can includean on board generator 1604. The generator 1604 may be an alternatingcurrent (AC) generator, a direct current (DC) generator or aself-excited generator. The AC generators can include inductiongenerators, linear electric generators, and/or other types ofgenerators. The DC generators can include homopolar generators and/orother types of generators. The generator 1604 can be brushless orinclude brush contacts and generate the electric field with permanentmagnets or through induction. The generator 1604 may be mechanicallycoupled to a source of kinetic energy, such as an axle or some otherpower take-off. The generator 1604 may also have another mechanicalcoupling to an exterior source of kinetic energy, for example, a windturbine.

Another power source 1308 may include wired or wireless charging 1608.The wireless charging system 1608 may include inductive and/or resonantfrequency inductive charging systems that can include coils, frequencygenerators, controllers, etc. Wired charging may be any kind ofgrid-connected charging that has a physical connection, although, thewireless charging may be grid connected through a wireless interface.The wired charging system can include connectors, wiredinterconnections, the controllers, etc. The wired and wireless chargingsystems 1608 can provide power to the power generation unit 1504 fromexternal power sources 1308.

Internal sources for power may include a regenerative braking system1612. The regenerative braking system 1612 can convert the kineticenergy of the moving car into electrical energy through a generationsystem mounted within the wheels, axle, and/or braking system of thevehicle 100. The regenerative braking system 1612 can include any coils,magnets, electrical interconnections, converters, controllers, etc.required to convert the kinetic energy into electrical energy.

Another source of power 1308, internal to or associated with the vehicle100, may be a solar array 1616. The solar array 1616 may include anysystem or device of one or more solar cells mounted on the exterior ofthe vehicle 100 or integrated within the body panels of the vehicle 100that provides or converts solar energy into electrical energy to provideto the power generation unit 1504.

The power sources 1308 may be connected to the power generation unit1504 through an electrical interconnection 1618. The electricalinterconnection 1618 can include any wire, interface, bus, etc. betweenthe one or more power sources 1308 and the power generation unit 1504.

The power generation unit 1504 can also include a power source interface1620. The power source interface 1620 can be any type of physical and/orelectrical interface used to receive the electrical energy from the oneor more power sources 1308; thus, the power source interface 1620 caninclude an electrical interface 1624 that receives the electrical energyand a mechanical interface 1628 which may include wires, connectors, orother types of devices or physical connections. The mechanical interface1608 can also include a physical/electrical connection 1634 to the powergeneration unit 1504.

The electrical energy from the power source 1308 can be processedthrough the power source interface 1624 to an electric converter 1632.The electric converter 1632 may convert the characteristics of the powerfrom one of the power sources into a useable form that may be usedeither by the power storage 612 or one or more loads 1508 within thevehicle 100. The electrical converter 1624 may include any electronicsor electrical devices and/or component that can change electricalcharacteristics, e.g., AC frequency, amplitude, phase, etc. associatedwith the electrical energy provided by the power source 1308. Theconverted electrical energy may then be provided to an optionalconditioner 1638. The conditioner 1638 may include any electronics orelectrical devices and/or component that may further condition theconverted electrical energy by removing harmonics, noise, etc. from theelectrical energy to provide a more stable and effective form of powerto the vehicle 100.

An embodiment of the power storage 1612 may be as shown in FIG. 17. Thepower storage unit can include an electrical converter 1632 b, one ormore batteries, one or more rechargeable batteries, one or morecapacitors, one or more accumulators, one or more supercapacitors, oneor more ultrabatteries, and/or superconducting magnetics 1704, and/or acharge management unit 1708. The converter 1632 b may be the same orsimilar to the electrical converter 1632 a shown in FIG. 16. Theconverter 1632 b may be a replacement for the electric converter 1632 ashown in FIG. 16 and thus eliminate the need for the electricalconverter 1632 a as shown in FIG. 16. However, if the electricalconverter 1632 a is provided in the power generation unit 1504, theconverter 1632 b, as shown in the power storage unit 612, may beeliminated. The converter 1632 b can also be redundant or different fromthe electrical converter 1632 a shown in FIG. 16 and may provide adifferent form of energy to the battery and/or capacitors 1704. Thus,the converter 1632 b can change the energy characteristics specificallyfor the battery/capacitor 1704.

The battery 1704 can be any type of battery for storing electricalenergy, for example, a lithium ion battery, a lead acid battery, anickel cadmium battery, etc. Further, the battery 1704 may includedifferent types of power storage systems, such as, ionic fluids or othertypes of fuel cell systems. The energy storage 1704 may also include oneor more high-capacity capacitors 1704. The capacitors 1704 may be usedfor long-term or short-term storage of electrical energy. The input intothe battery or capacitor 1704 may be different from the output, andthus, the capacitor 1704 may be charged quickly but drain slowly. Thefunctioning of the converter 1632 and battery capacitor 1704 may bemonitored or managed by a charge management unit 1708.

The charge management unit 1708 can include any hardware (e.g., anyelectronics or electrical devices and/or components), software, orfirmware operable to adjust the operations of the converter 1632 orbatteries/capacitors 1704. The charge management unit 1708 can receiveinputs or periodically monitor the converter 1632 and/orbattery/capacitor 1704 from this information; the charge management unit1708 may then adjust settings or inputs into the converter 1632 orbattery/capacitor 1704 to control the operation of the power storagesystem 612.

An embodiment of one or more loads 1508 associated with the vehicle 100may be as shown in FIG. 18. The loads 1508 may include a bus orelectrical interconnection system 1802, which provides electrical energyto one or more different loads within the vehicle 100. The bus 1802 canbe any number of wires or interfaces used to connect the powergeneration unit 1504 and/or power storage 1612 to the one or more loads1508. The converter 1632 c may be an interface from the power generationunit 1504 or the power storage 612 into the loads 1508. The converter1632 c may be the same or similar to electric converter 1632 a as shownin FIG. 16. Similar to the discussion of the converter 1632 b in FIG.17, the converter 1632 c may be eliminated, if the electric converter1632 a, shown in FIG. 16, is present. However, the converter 1632 c mayfurther condition or change the energy characteristics for the bus 1802for use by the loads 1508. The converter 1632 c may also provideelectrical energy to electric motor 1804, which may power the vehicle100.

The electric motor 1804 can be any type of DC or AC electric motor. Theelectric motor may be a direct drive or induction motor using permanentmagnets and/or winding either on the stator or rotor. The electric motor1804 may also be wireless or include brush contacts. The electric motor1804 may be capable of providing a torque and enough kinetic energy tomove the vehicle 100 in traffic.

The different loads 1508 may also include environmental loads 1812,sensor loads 1816, safety loads 1820, user interaction loads 1808, etc.User interaction loads 1808 can be any energy used by user interfaces orsystems that interact with the driver and/or passenger(s). These loads1808 may include, for example, the heads up display, the dash display,the radio, user interfaces on the head unit, lights, radio, and/or othertypes of loads that provide or receive information from the occupants ofthe vehicle 100. The environmental loads 1812 can be any loads used tocontrol the environment within the vehicle 100. For example, the airconditioning or heating unit of the vehicle 100 can be environmentalloads 1812. Other environmental loads can include lights, fans, and/ordefrosting units, etc. that may control the environment within thevehicle 100. The sensor loads 1816 can be any loads used by sensors, forexample, air bag sensors, GPS, and other such sensors used to eithermanage or control the vehicle 100 and/or provide information or feedbackto the vehicle occupants. The safety loads 1820 can include any safetyequipment, for example, seat belt alarms, airbags, headlights, blinkers,etc. that may be used to manage the safety of the occupants. There maybe more or fewer loads than those described herein, although they maynot be shown in FIG. 18.

FIG. 19A illustrates an exemplary hardware diagram of communicationscomponentry that can be optionally associated with the vehicle.

The communications componentry can include one or more wired or wirelessdevices such as a transceiver(s) and/or modem that allows communicationsnot only between the various systems disclosed herein but also withother devices, such as devices on a network, and/or on a distributednetwork such as the Internet and/or in the cloud.

The communications subsystem can also include inter- and intra-vehiclecommunications capabilities such as hotspot and/or access pointconnectivity for any one or more of the vehicle occupants and/orvehicle-to-vehicle communications.

Additionally, and while not specifically illustrated, the communicationssubsystem can include one or more communications links (that can bewired or wireless) and/or communications busses (managed by the busmanager 1974), including one or more of CANbus, OBD-II, ARCINC 429,Byteflight, CAN (Controller Area Network), D2B (Domestic Digital Bus),FlexRay, DC-BUS, IDB-1394, IEBus, I²C, ISO 9141-1/-2, J1708, J1587,J1850, J1939, ISO 11783, Keyword Protocol 2000, LIN (Local InterconnectNetwork), MOST (Media Oriented Systems Transport), Multifunction VehicleBus, SMARTwireX, SPI, VAN (Vehicle Area Network), and the like or ingeneral any communications protocol and/or standard.

The various protocols and communications can be communicated one or moreof wirelessly and/or over transmission media such as single wire,twisted pair, fibre optic, IEEE 1394, MIL-STD-1553, MIL-STD-1773,power-line communication, or the like. (All of the above standards andprotocols are incorporated herein by reference in their entirety)

As discussed, the communications subsystem enables communicationsbetween any if the inter-vehicle systems and subsystems as well ascommunications with non-collocated resources, such as those reachableover a network such as the Internet.

The communications subsystem, in addition to well-known componentry(which has been omitted for clarity), the device communicationssubsystem 1900 includes interconnected elements including one or moreof: one or more antennas 1904, an interleaver/deinterleaver 1908, ananalogue front end (AFE) 1912, memory/storage/cache 1916,controller/microprocessor 1920, MAC circuitry 1922,modulator/demodulator 1924, encoder/decoder 1928, a plurality ofconnectivity managers 1934-1966, GPU 1940, accelerator 1944, amultiplexer/demultiplexer 1954, transmitter 1970, receiver 1972 andwireless radio 1978 components such as a Wi-Fi PHY/Bluetooth® module1980, a Wi-Fi/BT MAC module 1984, transmitter 1988 and receiver 1992.The various elements in the device 1900 are connected by one or morelinks/busses 5 (not shown, again for sake of clarity).

The device 400 can have one more antennas 1904, for use in wirelesscommunications such as multi-input multi-output (MIMO) communications,multi-user multi-input multi-output (MU-MIMO) communications Bluetooth®,LTE, 4G, 5G, Near-Field Communication (NFC), etc. The antenna(s) 1904can include, but are not limited to one or more of directional antennas,omnidirectional antennas, monopoles, patch antennas, loop antennas,microstrip antennas, dipoles, and any other antenna(s) suitable forcommunication transmission/reception. In an exemplary embodiment,transmission/reception using MIMO may require particular antennaspacing. In another exemplary embodiment, MIMO transmission/receptioncan enable spatial diversity allowing for different channelcharacteristics at each of the antennas. In yet another embodiment, MIMOtransmission/reception can be used to distribute resources to multipleusers for example within the vehicle and/or in another vehicle.

Antenna(s) 1904 generally interact with the Analog Front End (AFE) 1912,which is needed to enable the correct processing of the receivedmodulated signal and signal conditioning for a transmitted signal. TheAFE 1912 can be functionally located between the antenna and a digitalbaseband system in order to convert the analogue signal into a digitalsignal for processing and vice-versa.

The subsystem 1900 can also include a controller/microprocessor 1920 anda memory/storage/cache 1916. The subsystem 1900 can interact with thememory/storage/cache 1916 which may store information and operationsnecessary for configuring and transmitting or receiving the informationdescribed herein. The memory/storage/cache 1916 may also be used inconnection with the execution of application programming or instructionsby the controller/microprocessor 1920, and for temporary or long termstorage of program instructions and/or data. As examples, thememory/storage/cache 1920 may comprise a computer-readable device, RAM,ROM, DRAM, SDRAM, and/or other storage device(s) and media.

The controller/microprocessor 1920 may comprise a general purposeprogrammable processor or controller for executing applicationprogramming or instructions related to the subsystem 1900. Furthermore,the controller/microprocessor 1920 can perform operations forconfiguring and transmitting/receiving information as described herein.The controller/microprocessor 1920 may include multiple processor cores,and/or implement multiple virtual processors. Optionally, thecontroller/microprocessor 1920 may include multiple physical processors.By way of example, the controller/microprocessor 1920 may comprise aspecially configured Application Specific Integrated Circuit (ASIC) orother integrated circuit, a digital signal processor(s), a controller, ahardwired electronic or logic circuit, a programmable logic device orgate array, a special purpose computer, or the like.

The subsystem 1900 can further include a transmitter 1970 and receiver1972 which can transmit and receive signals, respectively, to and fromother devices, subsystems and/or other destinations using the one ormore antennas 1904 and/or links/busses. Included in the subsystem 1900circuitry is the medium access control or MAC Circuitry 1922. MACcircuitry 1922 provides for controlling access to the wireless medium.In an exemplary embodiment, the MAC circuitry 1922 may be arranged tocontend for the wireless medium and configure frames or packets forcommunicating over the wireless medium.

The subsystem 1900 can also optionally contain a security module (notshown). This security module can contain information regarding but notlimited to, security parameters required to connect the device to one ormore other devices or other available network(s), and can include WEP orWPA/WPA-2 (optionally+AES and/or TKIP) security access keys, networkkeys, etc. The WEP security access key is a security password used byWi-Fi networks. Knowledge of this code can enable a wireless device toexchange information with an access point and/or another device. Theinformation exchange can occur through encoded messages with the WEPaccess code often being chosen by the network administrator. WPA is anadded security standard that is also used in conjunction with networkconnectivity with stronger encryption than WEP.

The exemplary subsystem 1900 also includes a GPU 1940, an accelerator1944, a Wi-Fi/BT/BLE PHY module 1980 and a Wi-Fi/BT/BLE MAC module 1984and wireless transmitter 1988 and receiver 1992. In some embodiments,the GPU 1940 may be a graphics processing unit, or visual processingunit, comprising at least one circuit and/or chip that manipulates andchanges memory to accelerate the creation of images in a frame bufferfor output to at least one display device. The GPU 1940 may include oneor more of a display device connection port, printed circuit board(PCB), a GPU chip, a metal-oxide-semiconductor field-effect transistor(MOSFET), memory (e.g., single data rate random-access memory (SDRAM),double data rate random-access memory (DDR) RAM, etc., and/orcombinations thereof), a secondary processing chip (e.g., handling videoout capabilities, processing, and/or other functions in addition to theGPU chip, etc.), a capacitor, heatsink, temperature control or coolingfan, motherboard connection, shielding, and the like.

The various connectivity managers 1934-1966 (even) manage and/orcoordinate communications between the subsystem 1900 and one or more ofthe systems disclosed herein and one or more other devices/systems. Theconnectivity managers include an emergency charging connectivity manager1934, an aerial charging connectivity manager 1938, a roadway chargingconnectivity manager 1942, an overhead charging connectivity manager1946, a robotic charging connectivity manager 1950, a static chargingconnectivity manager 1954, a vehicle database connectivity manager 1958,a remote operating system connectivity manager 1962 and a sensorconnectivity manager 1966.

The emergency charging connectivity manager 1934 can coordinate not onlythe physical connectivity between the vehicle and the emergency chargingdevice/vehicle, but can also communicate with one or more of the powermanagement controller, one or more third parties and optionally abilling system(s). As an example, the vehicle can establishcommunications with the emergency charging device/vehicle to one or moreof coordinate interconnectivity between the two (e.g., by spatiallyaligning the charging receptacle on the vehicle with the charger on theemergency charging vehicle) and optionally share navigation information.Once charging is complete, the amount of charge provided can be trackedand optionally forwarded to, for example, a third party for billing. Inaddition to being able to manage connectivity for the exchange of power,the emergency charging connectivity manager 1934 can also communicateinformation, such as billing information to the emergency chargingvehicle and/or a third party. This billing information could be, forexample, the owner of the vehicle, the driver of the vehicle, companyinformation, or in general any information usable to charge theappropriate entity for the power received.

The aerial charging connectivity manager 1938 can coordinate not onlythe physical connectivity between the vehicle and the aerial chargingdevice/vehicle, but can also communicate with one or more of the powermanagement controller, one or more third parties and optionally abilling system(s). As an example, the vehicle can establishcommunications with the aerial charging device/vehicle to one or more ofcoordinate interconnectivity between the two (e.g., by spatiallyaligning the charging receptacle on the vehicle with the charger on theemergency charging vehicle) and optionally share navigation information.Once charging is complete, the amount of charge provided can be trackedand optionally forwarded to, for example, a third party for billing. Inaddition to being able to manage connectivity for the exchange of power,the aerial charging connectivity manager 1938 can similarly communicateinformation, such as billing information to the aerial charging vehicleand/or a third party. This billing information could be, for example,the owner of the vehicle, the driver of the vehicle, companyinformation, or in general any information usable to charge theappropriate entity for the power received etc., as discussed.

The roadway charging connectivity manager 1942 and overhead chargingconnectivity manager 1946 can coordinate not only the physicalconnectivity between the vehicle and the charging device/system, but canalso communicate with one or more of the power management controller,one or more third parties and optionally a billing system(s). As oneexample, the vehicle can request a charge from the charging system when,for example, the vehicle needs or is predicted to need power. As anexample, the vehicle can establish communications with the chargingdevice/vehicle to one or more of coordinate interconnectivity betweenthe two for charging and share information for billing. Once charging iscomplete, the amount of charge provided can be tracked and optionallyforwarded to, for example, a third party for billing. This billinginformation could be, for example, the owner of the vehicle, the driverof the vehicle, company information, or in general any informationusable to charge the appropriate entity for the power received etc., asdiscussed. The person responsible for paying for the charge could alsoreceive a copy of the billing information as is customary. The roboticcharging connectivity manager 1950 and static charging connectivitymanager 1954 can operate in a similar manner to that described herein.

The vehicle database connectivity manager 1958 allows the subsystem toreceive and/or share information stored in the vehicle database. Thisinformation can be shared with other vehicle components/subsystemsand/or other entities, such as third parties and/or charging systems.The information can also be shared with one or more vehicle occupantdevices, such as an app on a mobile device the driver uses to trackinformation about the vehicle and/or a dealer or service/maintenanceprovider. In general, any information stored in the vehicle database canoptionally be shared with any one or more other devices optionallysubject to any privacy or confidentially restrictions.

The remote operating system connectivity manager 1962 facilitatescommunications between the vehicle and any one or more autonomousvehicle systems. These communications can include one or more ofnavigation information, vehicle information, occupant information, or ingeneral any information related to the remote operation of the vehicle.

The sensor connectivity manager 1966 facilitates communications betweenany one or more of the vehicle sensors and any one or more of the othervehicle systems. The sensor connectivity manager 1966 can alsofacilitate communications between any one or more of the sensors and/orvehicle systems and any other destination, such as a service company,app, or in general to any destination where sensor data is needed.

In accordance with one exemplary embodiment, any of the communicationsdiscussed herein can be communicated via the conductor(s) used forcharging. One exemplary protocol usable for these communications isPower-line communication (PLC). PLC is a communication protocol thatuses electrical wiring to simultaneously carry both data, andAlternating Current (AC) electric power transmission or electric powerdistribution. It is also known as power-line carrier, power-line digitalsubscriber line (PDSL), mains communication, power-linetelecommunications, or power-line networking (PLN). For DC environmentsin vehicles PLC can be used in conjunction with CAN-bus, LIN-bus overpower line (DC-LIN) and DC-BUS.

The communications subsystem can also optionally manage one or moreidentifiers, such as an IP (internet protocol) address(es), associatedwith the vehicle and one or other system or subsystems or componentstherein. These identifiers can be used in conjunction with any one ormore of the connectivity managers as discussed herein.

FIG. 19B illustrates a block diagram of a computing environment 1901that may function as the servers, user computers, or other systemsprovided and described above. The environment 1901 includes one or moreuser computers, or computing devices, such as a vehicle computing device1903, a communication device 1907, and/or more 1911. The computingdevices 1903, 1907, 1911 may include general purpose personal computers(including, merely by way of example, personal computers, and/or laptopcomputers running various versions of Microsoft Corp.'s Windows® and/orApple Corp.'s Macintosh® operating systems) and/or workstation computersrunning any of a variety of commercially-available UNIX® or UNIX-likeoperating systems. These computing devices 1903, 1907, 1911 may alsohave any of a variety of applications, including for example, databaseclient and/or server applications, and web browser applications.Alternatively, the computing devices 1903, 1907, 1911 may be any otherelectronic device, such as a thin-client computer, Internet-enabledmobile telephone, and/or personal digital assistant, capable ofcommunicating via a network 1909 and/or displaying and navigating webpages or other types of electronic documents. Although the exemplarycomputer environment 1901 is shown with two computing devices, anynumber of user computers or computing devices may be supported.

Environment 1901 further includes a network 1909. The network 1909 maycan be any type of network familiar to those skilled in the art that cansupport data communications using any of a variety ofcommercially-available protocols, including without limitation SIP,TCP/IP, SNA, IPX, AppleTalk, and the like. Merely by way of example, thenetwork 1909 maybe a local area network (“LAN”), such as an Ethernetnetwork, a Token-Ring network and/or the like; a wide-area network; avirtual network, including without limitation a virtual private network(“VPN”); the Internet; an intranet; an extranet; a public switchedtelephone network (“PSTN”); an infra-red network; a wireless network(e.g., a network operating under any of the IEEE 802.9 suite ofprotocols, the Bluetooth® protocol known in the art, and/or any otherwireless protocol); and/or any combination of these and/or othernetworks.

The system may also include one or more servers 1913, 1915. In thisexample, server 1913 is shown as a web server and server 1915 is shownas an application server. The web server 1913, which may be used toprocess requests for web pages or other electronic documents fromcomputing devices 1903, 1907, 1911. The web server 1913 can be runningan operating system including any of those discussed above, as well asany commercially-available server operating systems. The web server 1913can also run a variety of server applications, including SIP servers,HTTP servers, FTP servers, CGI servers, database servers, Java servers,and the like. In some instances, the web server 1913 may publishoperations available operations as one or more web services.

The environment 1901 may also include one or more file andor/application servers 1915, which can, in addition to an operatingsystem, include one or more applications accessible by a client runningon one or more of the computing devices 1903, 1907, 1911. The server(s)1915 and/or 1913 may be one or more general purpose computers capable ofexecuting programs or scripts in response to the computing devices 1903,1907, 1911. As one example, the server 1915, 1913 may execute one ormore web applications. The web application may be implemented as one ormore scripts or programs written in any programming language, such asJava™, C, C#®, or C++, and/or any scripting language, such as Perl,Python, or TCL, as well as combinations of any programming/scriptinglanguages. The application server(s) 1915 may also include databaseservers, including without limitation those commercially available fromOracle, Microsoft, Sybase™, IBM™ and the like, which can processrequests from database clients running on a computing device 1903, 1907,1911.

The web pages created by the server 1913 and/or 1915 may be forwarded toa computing device 1903, 1907, 1911 via a web (file) server 1913, 1915.Similarly, the web server 1913 may be able to receive web page requests,web services invocations, and/or input data from a computing device1903, 1907, 1911 (e.g., a user computer, etc.) and can forward the webpage requests and/or input data to the web (application) server 1915. Infurther embodiments, the server 1915 may function as a file server.Although for ease of description, FIG. 19B illustrates a separate webserver 1913 and file/application server 1915, those skilled in the artwill recognize that the functions described with respect to servers1913, 1915 may be performed by a single server and/or a plurality ofspecialized servers, depending on implementation-specific needs andparameters. The computer systems 1903, 1907, 1911, web (file) server1913 and/or web (application) server 1915 may function as the system,devices, or components described in FIGS. 1-19A.

The environment 1901 may also include a database 1917. The database 1917may reside in a variety of locations. By way of example, database 1917may reside on a storage medium local to (and/or resident in) one or moreof the computers 1903, 1907, 1911, 1913, 1915. Alternatively, it may beremote from any or all of the computers 1903, 1907, 1911, 1913, 1915,and in communication (e.g., via the network 1909) with one or more ofthese. The database 1917 may reside in a storage-area network (“SAN”)familiar to those skilled in the art. Similarly, any necessary files forperforming the functions attributed to the computers 1903, 1907, 1911,1913, 1915 may be stored locally on the respective computer and/orremotely, as appropriate. The database 1917 may be a relationaldatabase, such as Oracle 20i®, that is adapted to store, update, andretrieve data in response to SQL-formatted commands.

FIG. 19C illustrates one embodiment of a computer system 1919 upon whichthe servers, user computers, computing devices, or other systems orcomponents described above may be deployed or executed. The computersystem 1919 is shown comprising hardware elements that may beelectrically coupled via a bus 1921. The hardware elements may includeone or more central processing units (CPUs) 1923; one or more inputdevices 1925 (e.g., a mouse, a keyboard, etc.); and one or more outputdevices 1927 (e.g., a display device, a printer, etc.). The computersystem 1919 may also include one or more storage devices 1929. By way ofexample, storage device(s) 1929 may be disk drives, optical storagedevices, solid-state storage devices such as a random access memory(“RAM”) and/or a read-only memory (“ROM”), which can be programmable,flash-updateable and/or the like.

The computer system 1919 may additionally include a computer-readablestorage media reader 1931; a communications system 1933 (e.g., a modem,a network card (wireless or wired), an infra-red communication device,etc.); and working memory 1937, which may include RAM and ROM devices asdescribed above. The computer system 1919 may also include a processingacceleration unit 1935, which can include a DSP, a special-purposeprocessor, and/or the like.

The computer-readable storage media reader 1931 can further be connectedto a computer-readable storage medium, together (and, optionally, incombination with storage device(s) 1929) comprehensively representingremote, local, fixed, and/or removable storage devices plus storagemedia for temporarily and/or more permanently containingcomputer-readable information. The communications system 1933 may permitdata to be exchanged with a network and/or any other computer describedabove with respect to the computer environments described herein.Moreover, as disclosed herein, the term “storage medium” may representone or more devices for storing data, including read only memory (ROM),random access memory (RAM), magnetic RAM, core memory, magnetic diskstorage mediums, optical storage mediums, flash memory devices and/orother machine readable mediums for storing information.

The computer system 1919 may also comprise software elements, shown asbeing currently located within a working memory 1937, including anoperating system 1939 and/or other code 1941. It should be appreciatedthat alternate embodiments of a computer system 1919 may have numerousvariations from that described above. For example, customized hardwaremight also be used and/or particular elements might be implemented inhardware, software (including portable software, such as applets), orboth. Further, connection to other computing devices such as networkinput/output devices may be employed.

Examples of the processors 1923 as described herein may include, but arenot limited to, at least one of Qualcomm® Snapdragon® 800 and 801,Qualcomm® Snapdragon® 620 and 615 with 4G LTE Integration and 64-bitcomputing, Apple® A7 processor with 64-bit architecture, Apple® M7motion coprocessors, Samsung® Exynos® series, the Intel® Core™ family ofprocessors, the Intel® Xeon® family of processors, the Intel® Atom™family of processors, the Intel Itanium® family of processors, Intel®Core® i5-4670K and i7-4770K 22 nm Haswell, Intel® Core® i5-3570K 22 nmIvy Bridge, the AMID® FX™ family of processors, AMD® FX-4300, FX-6300,and FX-8350 32 nm Vishera, AMID® Kaveri processors, Texas Instruments®Jacinto C6000™ automotive infotainment processors, Texas Instruments®OMAP™ automotive-grade mobile processors, ARM® Cortex™-M processors,ARM® Cortex-A and ARM1926EJ-S™ processors, other industry-equivalentprocessors, and may perform computational functions using any known orfuture-developed standard, instruction set, libraries, and/orarchitecture.

The present disclosure provides systems and methods for detecting airleakage within a battery housing based on variations in the equalizationof created air pressure differentials between the air pressure withinthe battery housing and the ambient air pressure outside the batteryhousing. Certain embodiments as disclosed herein comprise steps of (i)determining a battery leakage test should be initiated; (ii) alteringthe air pressure within the battery housing by using an air compressorand/or vacuum pump to one of (a) pumping air into the battery housing or(b) drawing air from the battery housing; and (iii) measuring the rateof equalization from the altered air pressure state to an equalized airpressure state. The equalized air pressure state may in some embodimentsbe determined by one or measuring or estimating an ambient air pressure(i.e. the air pressure of the outside air). The ambient air pressure maydepend on a number of factors, including elevation, temperature,weather, etc. The ambient air pressure may also be determined bymeasuring the air pressure within the battery housing prior to thealtering of the air pressure within the battery housing. The ambient airpressure may also be estimated by determining a location using a GPSand/or GLONASS sensor.

In some embodiments, a battery may comprise one or more battery cells.For example, in some embodiments, a battery cell may be of the 18650form factor. Each battery cell may be interconnected in series or inparallel with other battery cells within the battery. A battery housingmay comprise electrical connections capable of supplying power containedin the battery cells to the rest of the vehicle. In order to protect thebattery cells from environmental factors, and to contain any batteryfire or explosion, the battery cells may be placed within a batteryhousing as illustrated in FIG. 20.

FIG. 20 illustrates an exploded perspective view of a battery housing2000 in accordance with at least one embodiment. In some embodiments, abattery housing 2000 as discussed above may comprise a battery mountinglid 2012 and a seal 2018. The battery housing 2000 may be attached tothe undercarriage of a vehicle by physically mounting the batteryhousing 2000 to the vehicle via the battery mounting lid 2012. A batteryhousing 2000 may have a lower portion 2015 connected to the batterymounting lid 2012. The lower portion 2015 may be physically separatedfrom the battery mounting lid 2012 via the seal 2018. It should beunderstood that the battery housing as illustrated in the figures may beof any configuration and any illustration is simply for illustrationpurposes. While in some embodiments the battery housing 2000 may be arectangular shape and affixed to an undercarriage of a vehicle, in otherembodiments the battery housing 2000 may be other shapes and placed inother areas of a vehicle.

The battery housing 2000 may contain a number of battery cells 2009. Inthe event of a battery housing 2000 with multiple battery cells 2009,the battery cells 2009 may be interconnected serially or in parallel andsupply power from the vehicle battery through an electrical contact 2003a and a ground contact 2003 b.

The battery housing 2000 may be a water-resistant container and may beair-tight or near-airtight. Air pressure differentials between the innercompartment 2021 of the battery housing 2000 and the outside environmentmay equalize via the passing of air through a valve 2006 or vent. Insome embodiments, the valve 2006 may be one or more of a pressure reliefvalve (PRV), pressure release valve, pressure safety valve (PSV), setpressure valve, relief valve (RV), safety valve (SV), safety reliefvalve (SRV), low pressure safety valve (LPSV), vacuum pressure safetyvalve (VPSV), low and vacuum pressure safety valve (LVPSV), pressurevacuum release valve (PVRV), snap acting valve, modulating valve and/orother valves or vents. Through the use of a PRV, pressure within theinner compartment 2021 of the battery housing 2000 may be relieved byallowing the pressurized air to flow through the valve. In someembodiments, the valve or valves may be two-way valves. Once the airpressure differential has equalized, the relief valve 2006 may re-seat.

In some embodiments, the battery housing 2000 may be connected to anoutput of an air compressor via an air tube connected to an air tubeconnection point 2024. In some embodiments, a vacuum pump may be used inplace of or in addition to the air compressor. Flow of air between theair compressor and the battery housing 2000 may be controlled by acomputer processor onboard the vehicle and may be operated through theuse of a solenoid valve.

In some embodiments, the battery housing may be mounted underneath avehicle. Battery cells may in some embodiments be prone to instability,overheating, and other issues. Often, damage to battery cells may createrisk of fire, electrical shortage, battery failure, or other problems.Damage to battery cells may be caused by moisture within the batteryhousing, stray rocks as projectiles breaking through the batteryhousing, or thermal runaway. In order to protect battery cells fromdamage, a battery housing may be made of a material capable ofprotecting the battery cells from exterior elements such as road debrisand moisture.

In some embodiments, a battery housing may comprise enclosure materialssuch as steel or a similar metal with a high melting point. In otherembodiments, the enclosure material may comprise an outer material witha relatively lower melting point and an inner layer comprised of amaterial which may act as a thermal insulator to protect the outermaterial.

Because the battery housing may be mounted to the undercarriage of avehicle, the battery housing may be designed to direct excessive heatand flammable materials away from the passenger compartment of thevehicle. In some embodiments, a seal may be used between the batteryhousing and the vehicle body. Seals may be used to keep moisture out ofthe battery pack. If moisture was to get in through a compromised seal,the condensed liquid can cause high voltage isolation issues resultingin potentially catastrophic failure. Moisture sensors have been usedunsuccessfully to detect condensation inside battery packs; however,once the moisture has been detected there is no action that can beapplied to remove the moisture, short of removing the battery pack fromthe vehicle and “airing it out”.

In order to protect the contents of the battery housing fromenvironmental conditions, the battery housing may be an enclosedcontainer and may be water-resistant or waterproof. While a batteryhousing may be a closed container, differences between the ambient airpressure and the air pressure within the battery housing may cause anumber of issues. A pressure differential between the battery housingair pressure and the ambient air pressure may be caused by one or moreof a change in altitude, battery cell venting, a change in temperature,etc. In some embodiments, one or more pressure relief valves may beplaced on a surface of the battery housing allowing for a pressuredifferential between the interior of the battery housing and the ambientair pressure to be alleviated. In some embodiments, the one or morepressure relief valves may be two-way valves.

Punctures, faulty valves, or other issues with a battery housing maycreate a leak. Leaks may be dangerous for a number or reasons. Forexample, a leak may allow moisture to enter the battery housing whichmay damage the battery. Disclosed herein are embodiments including amethod of detecting a leak in the battery pack through using a vacuumand/or air pump, pressure equalization patch, and pressure sensor.

In some embodiments, an air compressor may be connected to the batteryhousing via one or more air tubes. The air compressor may be used todraw a vacuum of air from the battery housing through the one or moreair tubes, creating a low air pressure within the housing. In someembodiments, the air compressor may be used to force air into thebattery housing through the one or more air tubes creating a high airpressure within the housing. It is expected that the seal will maintainintegrity; the only way for air to enter the pack is through thepressure equalization vent. The pressure equalization vent may becharacterized such that the rate of change in pressure is known for aworking seal. A compromised seal may result in much faster pressureequalization.

In some embodiments, a battery housing air pressure sensor may be usedto determine an air pressure within the battery housing. In someembodiments, the battery housing air pressure sensor may be within thebattery housing, while in some embodiments the battery housing airpressure sensor may be placed along the air tube line leading into thebattery housing.

As illustrated in FIG. 21, a battery housing 2115 may be mounted on theundercarriage of an electric vehicle 2100. The battery housing 2115 maybe connected to an air compressor 2106 via an air tube 2109 and a valve2112. While the embodiment illustrated in FIG. 21 shows a valve 2112 onthe battery housing 2115 side of the air tube 2109, in other embodimentsa valve 2112 may be placed on the air compressor 2106 side of the airtube 2109.

In some embodiments, the air compressor 2106 may be an air compressorused in association with both the battery housing 2115 as well as an airconditioning system and/or brake booster system of the vehicle 2100.

In some embodiments, the air compressor 2106 and/or the valve 2112 maybe controlled by a processor 2103 onboard the vehicle 2100. Theprocessor 2103 may be as described in relation to FIG. 19C. Theprocessor may communicate with the air compressor 2106 and/or the valve2112 via a bus or other means of electrically communicating andcontrolling the air compressor 2106 and/or the valve 2112.

While in some embodiments, an air compressor used with an airconditioning system of the vehicle may also be used with the batteryhousing, in some embodiments a battery housing may further comprise adedicated air compressor as illustrated in FIG. 22. A battery housing2200 may comprise a number of battery cells 2209, a valve and/or vent2224, an electrical contact 2215 and a ground contact 2218 as discussedabove. In some embodiments, a battery housing 2200 may further comprisea first compartment 2206 storing the one or more battery cells 2209 anda second compartment 2203 storing an air compressor. The firstcompartment 2206 and the second compartment 2203 may be separated via aphysical barrier with a valve 2212 such that the air compressor may becapable of pushing air into or pulling air from the first compartment2206. In some embodiments, the air compressor may be placed in thebattery housing 2200 without separate compartments. The air compressorin the second compartment may be controlled via a processor of a vehiclevia a control port 2221. Air to and from the air compressor may pass outof the battery housing 2200 through a valve 2227.

In some embodiments, an ambient air pressure sensor may be used todetermine an air pressure outside the battery housing. The ambient airpressure sensor may be mounted onto the vehicle. In some embodiments, avehicle may lack an ambient air pressure sensor and use information fromother sources to estimate an ambient air pressure. For example, avehicle may comprise a GPS and/or GLONASS sensor.

A vehicle control unit processor may be in communication with one orboth of the battery housing air pressure sensor and the ambient airpressure sensor.

Seals are used to keep moisture out of the battery pack. If moisture wasto get in through a compromised seal, the condensed liquid can causehigh voltage isolation issues resulting in potentially catastrophicfailure. Moisture sensors have been used unsuccessfully detectcondensation inside battery packs; however, once the moisture has beendetected there is no action that can be applied to remove the moisture,short of removing the battery pack from the vehicle and “airing it out”.

The present disclosure describes a method of detecting a leak in thebattery pack through using a vacuum/air pump, pressure equalizationpatch, and pressure sensor. A vacuum is drawn from the battery pack,creating a low air pressure within the pack. It is expected that theseal will maintain integrity; the only way for air to enter the pack isthrough the pressure equalization vent. The pressure equalization ventwill be characterized such that the rate of change in pressure is knownfor a working seal. A compromised seal may result in much fasterpressure equalization. Once the leak is detected, the vehicle can informthe user that the battery pack seal should be serviced.

As illustrated in FIG. 23, an onboard display 2303 may, in someembodiments, display a warning window 2309 on a display screen 2306. Theonboard display 2303 may be as discussed above in relation to FIG. 4C.In other embodiments, the warning may be in the form of an audiblesignal played from a speaker.

As the graph 2400 of FIG. 24A illustrates, the air pressure within thebattery housing may be monitored and compared to an ideal batteryhousing pressure. A Y-Axis 2403 of the graph 2400 may plot air pressureas measured by an air pressure sensor. Air pressure may be measured inpascals (Pa), pounds per square inch (PSI), bar, barye, grams-force,kilograms-force per square centimeter, and/or other units. An X-Axis2406 of the graph 2400 may plot time. Time may be measured in seconds,minutes, hours, etc. The graph 2400 may show a measured battery housingair pressure 2418 over time.

The measured battery housing air pressure 2418 may be compared to anideal battery housing air pressure response 2409 to an air compressorvacuum draw. As illustrated in FIG. 24A, an air compressor may begindrawing air from the battery housing at a particular time 2421. Forcalculations, the particular time 2421 at which the air compressorbegins drawing air from the battery housing may be considered as t=0.Prior to t=0, the measured air pressure within the battery housing 2418may be equal to the ideal battery housing air pressure response 2409 asseen in the graph 2400 at point 2406. At t=0 (2421), the air compressormay begin drawing air from the battery housing, at which point themeasured battery housing air pressure 2418 may begin to decrease. Theair compressor may draw air from the battery housing for a predeterminedamount of time, represented by time t=0 (2421) to time t=x (2424). Insome embodiments, the air compressor may draw air from the batteryhousing for 10 seconds. In other embodiments, the air compressor maydraw air for a shorter or longer period of time. In other embodiments,the air compressor may cease drawing air upon the measured air pressurewithin the battery housing reaching a predetermined minimum airpressure.

At a point in time 2424 after beginning to draw air, the air compressormay cease drawing air from the battery housing. At the point in time2424 at which the air compressor ceases drawing air from the batteryhousing the measured air pressure within the battery housing 2418 may beat a low point. An onboard processor may compare the measured airpressure within the battery housing 2418 to the ideal battery housingair pressure response 2409. As can be appreciated, the measured airpressure within the battery housing 2418 may differ from the idealbattery housing air pressure response 2409 by some amount. A differencebetween the measured air pressure within the battery housing 2418 andthe ideal battery housing air pressure response 2409 may indicate a leakwithin the battery housing and/or an issue with the battery housingvalve.

Following the point in time 2424 at which the air compressor ceasesdrawing air from the battery housing, the measured air pressure withinthe battery housing 2418 may begin to equalize with the ambient airpressure outside the battery housing. An onboard processor may measurethe rate at which the measured air pressure within the battery housing2418 equalizes with the ambient air pressure and may compare themeasured air pressure within the battery housing 2418 to the idealbattery housing air pressure response 2409. If the measured air pressurewithin the battery housing 2418 equalizes with the ambient air pressurefaster than the ideal battery housing air pressure response 2409, theprocessor may detect a leak and/or an issue with the valve has occurred.Similarly, if the measured air pressure within the battery housing 2418equalizes with the ambient air pressure slower than the ideal batteryhousing air pressure response 2409, the processor may detect an issuewith the valve has occurred (e.g. the valve does not allow air to passout of the battery housing at all or at an adequate rate of flow).

In some embodiments, instead of drawing air from the battery housing asillustrated in FIG. 24A, the air compressor may blow air into thebattery housing, thus creating a higher than ambient air pressure withinthe battery housing. As can be appreciated from FIG. 24B, the airpressure within the battery housing may be monitored and compared to anideal battery housing pressure. A Y-Axis 2453 of the graph 2450 may plotair pressure as measured by an air pressure sensor. Air pressure may bemeasured in pascals (Pa), pounds per square inch (PSI), bar, barye,grams-force, kilograms-force per square centimeter, and/or other units.An X-Axis 2456 of the graph 2450 may plot time. Time may be measured inseconds, minutes, hours, etc. The graph 2450 may show a measured batteryhousing air pressure 2468 over time.

The measured battery housing air pressure 2468 may be compared to anideal battery housing air pressure response 2459 to an air compressorblow. As illustrated in FIG. 24B, an air compressor may begin blowingair into the battery housing at a particular time 2471. Forcalculations, the particular time 2471 at which the air compressorbegins blowing air into the battery housing may be considered as t=0.Prior to t=0, the measured air pressure within the battery housing 2468may be equal to the ideal battery housing air pressure response 2459 asseen in the graph 2450 at point 2456. At t=0 (2471), the air compressormay begin blowing air into the battery housing, at which point themeasured battery housing air pressure 2468 may begin to increase. Theair compressor may blow air into the battery housing for a predeterminedamount of time, represented by time t=0 (2471) to time t=x (2474). Insome embodiments, the air compressor may blow air into the batteryhousing for 10 seconds. In other embodiments, the air compressor mayblow air for a shorter or longer period of time. In other embodiments,the air compressor may cease blowing air upon the measured air pressurewithin the battery housing reaching a predetermined maximum air pressuredifferential.

At a point in time 2474 after beginning to blow air, the air compressormay cease blowing air into the battery housing. At the point in time2474 at which the air compressor ceases blowing air into the batteryhousing the measured air pressure within the battery housing 2468 may beat a high point. An onboard processor may compare the measured airpressure within the battery housing 2468 to the ideal battery housingair pressure response 2459. As can be appreciated, the measured airpressure within the battery housing 2468 may differ from the idealbattery housing air pressure response 2459 by some amount. A differencebetween the measured air pressure within the battery housing 2468 andthe ideal battery housing air pressure response 2459 may indicate a leakwithin the battery housing and/or an issue with the battery housingvalve.

Following the point in time 2474 at which the air compressor ceasesblowing air into the battery housing, the measured air pressure withinthe battery housing 2468 may begin to equalize with the ambient airpressure outside the battery housing. An onboard processor may measurethe rate at which the measured air pressure within the battery housing2468 equalizes with the ambient air pressure and may compare themeasured air pressure within the battery housing 2468 to the idealbattery housing air pressure response 2459. If the measured air pressurewithin the battery housing 2468 equalizes with the ambient air pressurefaster than the ideal battery housing air pressure response 2459, theprocessor may detect a leak and/or an issue with the valve has occurred.Similarly, if the measured air pressure within the battery housing 2468equalizes with the ambient air pressure slower than the ideal batteryhousing air pressure response 2459, the processor may detect an issuewith the valve has occurred (e.g. the valve does not allow air to passout of the battery housing at all or at an adequate rate of flow).

Example battery housing air pressure responses may be as illustrated inFIGS. 25A-D. While the pressure responses illustrated in FIGS. 25A-D areplotted on x,y axes, in certain embodiments, the air pressure within thebattery housing may be measured and compared to an ideal battery housingair pressure response without plotting on a graph. The graphsillustrated in FIGS. 25A-D are for illustration purposes and should notbe considered as limiting the scope of the disclosure.

In some embodiments, the air compressor may alter the air pressurewithin the battery housing until the measured air pressure within thebattery housing reaches a predetermined maximum or minimum air pressuredifferential. In some embodiments, a leak or vent issue may be detectedby measuring the elapsed amount of time between the beginning of thebattery housing air pressure alteration and the point in time at whichthe battery housing air pressure reaches the predetermined maximum orminimum air pressure differential. In some embodiments, the alterationof the battery housing air pressure may timeout if the measured airpressure within the battery housing fails to reach the maximum orminimum air pressure differential within a particular amount of time.

A leak or vent issue may also be detected by measuring the elapsedamount of time between the point at which the air compressor ceasesaltering the battery housing air pressure (e.g., when the measuredbattery housing air pressure reaches the maximum or minimum air pressuredifferential) and when the measured battery housing air pressureequalizes with the ambient air pressure. The processor may detect anequalization of the battery housing air pressure by one or more ofestimating the ambient air pressure (e.g. by using a GPS sensor todetermine an altitude) and measuring the ambient air pressure using anair pressure sensor.

In some embodiments, an ideal battery housing air pressure response maybe as illustrated in the graph 2510 of FIG. 25A. The graph 2510 mayillustrate a measured battery housing air pressure 2515 plotted on anx,y axis, wherein the X-axis 2512 may represent time and the Y-axis 2511may represent air pressure. Using an air pressure sensor inside thebattery housing, an air pressure sensor along the air tube between theair compressor and the battery housing and/or an air pressure sensormeasuring air pressure at the battery housing vent, an onboard processormay monitor the battery housing air pressure response. During a firstperiod of time 2513, the measured air pressure within the batteryhousing 2515 may be equalized with the air pressure of the ambient airoutside the battery housing. During a second period of time 2514, an aircompressor may begin altering the air pressure within the batteryhousing by either blowing air into or vacuum drawing air from thebattery housing.

After the second period of time 2514, the air compressor may ceasealtering the air pressure within the battery housing. In the momentsfollowing the ceasing of the altering of the air pressure by the aircompressor, the measured air pressure within the battery housing 2515may begin to equalize with the ambient air pressure outside the batteryhousing in the third period of time 2516. A properly sealed batteryhousing with a properly working vent or valve may have a predictableresponse to the altering of the battery housing air pressure. Dependingon factors such as battery housing size, maximum and/or minimum airpressure, ambient air pressure, the type of valve, etc., the amount oftime for the measured air pressure within the battery housing 2515 toequalize from the maximum/minimum air pressure to the ambient airpressure may be predictable. In this way, a battery housing with a leak,or faulty valve, may be detected when the amount of time for themeasured air pressure within the battery housing 2515 to equalize fromthe maximum/minimum air pressure to the ambient air pressure is sloweror faster than the predicted time.

In some embodiments, the elapsed amount of time for the measured airpressure within the battery housing 2515 to equalize from themaximum/minimum air pressure to the ambient air pressure may be measuredto detect a leak or other fault with the battery housing. In someembodiments, the rate of change of the measured air pressure within thebattery housing 2515 may be measured and compared to an ideal rate. Theideal rate of change of the measured air pressure within the batteryhousing 2515 may depend on a number of factors, for example batteryhousing size, maximum and/or minimum air pressure, ambient air pressure,the type of valve, etc.

Upon equalizing with the ambient air pressure, the battery housing maystabilize at the equalized air pressure 2517.

In some embodiments, a battery housing air pressure response asillustrated in FIG. 25A may represent an ideal battery housing airpressure response, in which both the alteration and the equalization ofthe measured battery housing air pressure occur within a thresholdamount of time.

In the case of a faulty valve, measured air pressure within the batteryhousing may, in response to the application of an air compressor vacuumdrawing or blowing air, may reach a maximum or minimum air pressuredifferential in a shorter amount of time or at a faster rate and,following the application of an air compressor vacuum drawing or blowingair, reach equalization with the ambient air pressure in a longer amountof time or at a slower rate as illustrated in FIG. 25B. The measured airpressure within a battery housing 2525 in response to an air pressuretest is illustrated in the graph 2520 of FIG. 25B. As illustrated in thegraph 2520, the measured air pressure within a battery housing 2525 maybe measured with an air pressure amount on the Y-axis 2521 and time onthe X-axis 2522. In the time period prior to the testing 2523, themeasured air pressure within a battery housing 2525 may be at a pressureequivalent to the ambient air pressure outside the battery housing 2525.

Following the initial time period prior to the testing 2523, an aircompressor may begin to one of blow air into or draw air from thebattery housing in the next time period 2524. In the time period at thebeginning of the testing 2524, during which an air compressor alters theair pressure within the battery housing, the measured air pressurewithin the battery housing 2525 may begin to one of increase ordecrease. In the embodiment illustrated in FIG. 25B, the air compressoris blowing air into the battery housing thus causing the measured airpressure within the battery housing 2525 to increase. When the measuredair pressure within the battery housing 2525 is detected to reach amaximum predetermined amount, the air compressor may cease blowing ordrawing air from the battery housing. In the next time period 2526, themeasured air pressure within the battery housing 2525 may begin toequalize with the ambient air pressure. A processor onboard a vehicle incommunication with a pressure sensor detecting the measured air pressurewithin the battery housing 2525 may determine the elapsed time betweenthe beginning of the air compressor altering the measured air pressurewithin the battery housing 2525 and the point in time at which themeasured air pressure within the battery housing 2525 reaches themaximum/minimum air pressure. The processor may then compare the amountof time with an ideal predetermined amount of time. In some embodiments,the processor may calculate a rate of change in addition to or in thealternative of determining the amount of time.

The processor onboard a vehicle in communication with a pressure sensordetecting the measured air pressure within the battery housing 2525 mayalso determine the elapsed time between the point in time at which themeasured air pressure within the battery housing 2525 reaches themaximum/minimum air pressure and the point in time at which the measuredair pressure within the battery housing 2525 equalizes with the ambientair pressure. The processor may then compare the amount of time with anideal predetermined amount of time. In some embodiments, the processormay calculate a rate of change in addition to or in the alternative ofdetermining the amount of time.

In the example illustrated in FIG. 25B, while the air compressor blowsair into the battery housing, increasing the measured air pressurewithin the battery housing 2525, the measured air pressure within thebattery housing 2525 increases at a sharp rate. In some embodiments,such a high rate of change may be an indication of a faulty valve, inthat the equalization is not allowed at a quick enough rate. Similarly,following the air compressor blowing, the measured air pressure withinthe battery housing 2525 equalizes to the ambient air pressure at aslower rate which may also be an indication of a faulty valve.

In contrast to the scenario illustrated in FIG. 25B, FIG. 25Cillustrates a response of a measured air pressure within a batteryhousing 2535 which may be indicative of a battery housing with a leak orwith a valve which lets too much air pass through. As can be appreciatedfrom the chart 2530 of FIG. 25C, the rate of increase of the measuredair pressure within the battery housing 2535 appears to be at arelatively slow rate. The air pressure may be plotted on the Y-axis 2531and the time may be plotted on the X-axis 2532. The air compressor maybegin increasing the measured air pressure within the battery housing2535 at the first point in time 2536 and cease increasing the measuredair pressure within the battery housing 2535 at the second point in time2537. Following the second point in time 2537, the measured air pressurewithin the battery housing 2535 may equalize with the ambient airpressure until the measured air pressure within the battery housing 2535is at or near the same air pressure as the ambient air pressure at thethird point in time 2538. By monitoring one or more of the rate ofchange and/or the amount of time between ambient air pressure andmaximum/minimum air pressure, a processor may determine the rate ofchange differs from an ideal rate of change and thus may be enabled todetect a leak or faulty valve within the battery housing.

In some embodiments, a battery housing may be a condition such that aleak or other issue with the battery housing results in a batteryhousing that is unable to reach the maximum or minimum air pressuredifferential. Such a scenario may result in a battery housing airpressure response as illustrated in FIG. 25D. Again, in the graph 2540shown in FIG. 25D, the Y-axis 2541 illustrates air pressure and theX-axis 2542 illustrates time. The line 2545 shows the measured airpressure within a battery housing response to the application of an aircompressor blowing air into the battery housing beginning at the timeindicated at line 2546 and ending at the line 2548. Despite thecontinued application of the air compressor, the measured air pressurewithin the battery housing 2545 at the time indicated by the line 2547reaches a maximum level less than the expected or predetermined maximumair pressure differential. A processor monitoring the air pressurewithin the battery housing may detect that the air pressure has stoppedincreasing prior to reaching the expected or predetermined maximum airpressure differential and may cease the testing while determining that aleak or other issue has occurred. As illustrated in FIG. 25D, prior totesting, the measured air pressure within the battery housing 2545 maybe at or near equalization with ambient air pressure. At time 2546, anair compressor may begin altering the air pressure within the batteryhousing 2545. At time 2547, the amount of air being pushed into thebattery housing may be equal to the amount of air escaping the batteryhousing, thus leaving the measured air pressure within the batteryhousing at an equal level. At time 2548, the processor may determine,due to the unchanging measured air pressure within the battery housing2545, that an error situation has occurred and end the testing.Following time 2548, the air pressure within the battery housing 2545may equalize and return to being at or near the ambient air pressure at2549.

While the ideal rate of change discussed above may be a specific value,in some embodiments, the processor may determine whether the amount ofelapsed time or rate of change is within an acceptable range. Inaddition to measuring the air pressure within the battery housing, aprocessor may also monitor the rate of flow of the air entering and/orleaving the battery housing to or from the air compressor. The processormay also monitor the rate of flow of the air entering and/or leaving thebattery housing through the vent.

In some embodiments, a method 2600 as illustrated in FIG. 26 may be usedto test a battery housing for leaks or other issues. Such a method 2600may begin the testing at step 2603 based on a number of events orscenarios dependent on system settings. In some embodiments, a testingroutine may be performed upon vehicle startup, upon user request, upondetection of a possible error, upon damage to the vehicle beingdetected, or upon other events. In some embodiments, the testing may beperformed periodically, for example daily, weekly, annually, etc.

Upon the testing routine beginning, at step 2606 the system maydetermine and/or estimate an ambient air pressure. In some embodiments,an air pressure sensor may be used to determine the ambient airpressure. In some embodiments, a GPS sensor may be used to determine alocation and/or altitude and an internal database or external datasource may be used to estimate a target ambient air pressure. In someembodiments, a measurement from a sensor measuring the battery housingair pressure at the beginning of testing may be used as the ambient airpressure calculation.

After determining and/or estimating an ambient air pressure, the method2600 may comprise sending a command to an air compressor to beginaltering air pressure within a battery housing 2609. In someembodiments, the air compressor may blow air into the battery housing,thus raising the air pressure of the battery housing. In someembodiments, the air compressor may draw air from the battery housing,thus lowering the air pressure of the battery housing. As a result, anair pressure differential may be created between the air pressure of thebattery housing and the ambient air pressure.

After sending a command to the air compressor to begin altering airpressure within a battery housing 2609, the method 2600 may comprisemonitoring the battery housing air pressure 2612. In some embodiments,the air compressor may continue blowing air into or drawing air from thebattery housing for a predetermined amount of time (e.g. thirty seconds,one minute, etc.). In some embodiments, the air compressor may continueblowing air into or drawing air from the battery housing until themeasured air pressure within the battery housing reaches a predeterminedlevel of pressure. The predetermined level of pressure may depend on anumber of factors, for example size of the battery housing, material ofthe battery housing, size and/or type of the battery housing vent,and/or maximum threshold of the battery housing vent. As the aircompressor blows air into or draws air from the battery housing, theprocessor may receive pressure sensor readings from a pressure sensormeasuring the air pressure within the battery housing. Using thereceived pressure sensor readings, the processor may determine one ormore of when the air pressure within the battery housing reaches amaximum or minimum air pressure and/or a rate of change of the airpressure.

As the air compressor continues to one of draw air from or blow air intothe battery housing, the processor may determine whether the batteryhousing air pressure has reached the maximum air pressure 2615. In someembodiments, the processor may determine whether the battery housing airpressure has reached a minimum air pressure.

If the battery housing air pressure has not reached or surpassed thepredetermined maximum or minimum air pressure, the processor maydetermine whether the amount of time that has elapsed since the aircompressor has begun the testing has surpassed a maximum amount of time2618. If the amount of time that has elapsed since the air compressorhas begun the testing has surpassed a maximum amount of time, theprocessor may determine a possible leak or other error situation hasoccurred 2621.

If the amount of time that has elapsed since the air compressor hasbegun the testing has not surpassed a maximum amount of time, theprocessor may continue 2624 to monitor the battery housing air pressure2612.

If the battery housing air pressure has reached or surpassed thepredetermined maximum or minimum air pressure, the processor may recordthe amount of time elapsed since beginning the testing and/or estimateor calculate a rate of change in the battery housing air pressure andsend a command to the air compressor to cease altering the batteryhousing air pressure 2627.

After recording the amount of time elapsed since beginning the testingand/or estimating or calculating a rate of change in the battery housingair pressure and sending a command to the air compressor to ceasealtering the battery housing air pressure, the processor may continuemonitoring the battery housing air pressure 2630.

While monitoring the battery housing air pressure, the processor maydetermine whether the battery housing air pressure is less than or equalto the estimated or determined ambient air pressure 2633.

If the processor determines the battery housing air pressure is not lessthan or equal to the estimated or determined ambient air pressure, theprocessor may continue 2636 monitoring the battery housing air pressure2630.

If the processor determines the battery housing air pressure is lessthan or equal to the estimated or determined ambient air pressure, theprocessor may record the elapsed amount of time since one or both of thebeginning of the testing and the end of the altering of the batteryhousing air pressure by the air compressor 2639.

After the processor records the elapsed amount of time since one or bothof the beginning of the testing and the end of the altering of thebattery housing air pressure by the air compressor, the testing routinemay end 2642. Using the recorded times and/or recorded rates of changein the air pressure within the battery housing during the testingroutine, the processor may determine whether a leak or other batteryhousing issue has occurred. Based on the difference between the actualrecorded air pressure response and the estimated or calculated ideal airpressure response, the processor may determine a magnitude of the leakor other battery housing issue.

In some embodiments, a pressure differential between the air pressurewithin the battery housing and the ambient air pressure may bemaintained during the operation of the vehicle. For example, in someembodiments, air may be continuously pumped into a battery housing tocreate a positive air pressure differential between the battery housingand the ambient air. A positive air pressure differential may operate tokeep moisture or other contaminants out. The pumped in air could also bepre-conditioned to be very dry to help keep moisture out and pick up anymoisture in the battery housing and carry it out.

To determine whether a leak or other issue with the battery housing hasoccurred, a rate of flow of the air from the air compressor required tokeep the air pressure differential at a particular level may bemeasured. If the rate of flow is within a particular threshold, thebattery housing may be determined to be in an appropriate condition. Ifthe rate of flow is outside a particular threshold, the battery housingmay be determined to be in an inappropriate condition.

A battery housing maintained at a positive air pressure differential mayalso be checked for leaks or other issues by performing the methodsdiscussed above. For example, at the beginning of a leak check, thecontinuous flow of air from the air compressor may cease and the airpressure within the battery housing may begin to equalize with theambient air pressure. The time to equalization and/or the rate ofdecrease in air pressure may be measured and used to determine apresence of a leak or other issue.

Any of the steps, functions, and operations discussed herein can beperformed continuously and automatically.

The exemplary systems and methods of this disclosure have been describedin relation to vehicle systems and electric vehicles. However, to avoidunnecessarily obscuring the present disclosure, the precedingdescription omits a number of known structures and devices. Thisomission is not to be construed as a limitation of the scope of theclaimed disclosure. Specific details are set forth to provide anunderstanding of the present disclosure. It should, however, beappreciated that the present disclosure may be practiced in a variety ofways beyond the specific detail set forth herein.

Furthermore, while the exemplary embodiments illustrated herein show thevarious components of the system collocated, certain components of thesystem can be located remotely, at distant portions of a distributednetwork, such as a LAN and/or the Internet, or within a dedicatedsystem. Thus, it should be appreciated, that the components of thesystem can be combined into one or more devices, such as a server,communication device, or collocated on a particular node of adistributed network, such as an analog and/or digital telecommunicationsnetwork, a packet-switched network, or a circuit-switched network. Itwill be appreciated from the preceding description, and for reasons ofcomputational efficiency, that the components of the system can bearranged at any location within a distributed network of componentswithout affecting the operation of the system.

Furthermore, it should be appreciated that the various links connectingthe elements can be wired or wireless links, or any combination thereof,or any other known or later developed element(s) that is capable ofsupplying and/or communicating data to and from the connected elements.These wired or wireless links can also be secure links and may becapable of communicating encrypted information. Transmission media usedas links, for example, can be any suitable carrier for electricalsignals, including coaxial cables, copper wire, and fiber optics, andmay take the form of acoustic or light waves, such as those generatedduring radio-wave and infra-red data communications.

While the flowcharts have been discussed and illustrated in relation toa particular sequence of events, it should be appreciated that changes,additions, and omissions to this sequence can occur without materiallyaffecting the operation of the disclosed embodiments, configuration, andaspects.

A number of variations and modifications of the disclosure can be used.It would be possible to provide for some features of the disclosurewithout providing others.

In yet another embodiment, the systems and methods of this disclosurecan be implemented in conjunction with a special purpose computer, aprogrammed microprocessor or microcontroller and peripheral integratedcircuit element(s), an ASIC or other integrated circuit, a digitalsignal processor, a hard-wired electronic or logic circuit such asdiscrete element circuit, a programmable logic device or gate array suchas PLD, PLA, FPGA, PAL, special purpose computer, any comparable means,or the like. In general, any device(s) or means capable of implementingthe methodology illustrated herein can be used to implement the variousaspects of this disclosure. Exemplary hardware that can be used for thepresent disclosure includes computers, handheld devices, telephones(e.g., cellular, Internet enabled, digital, analog, hybrids, andothers), and other hardware known in the art. Some of these devicesinclude processors (e.g., a single or multiple microprocessors), memory,nonvolatile storage, input devices, and output devices. Furthermore,alternative software implementations including, but not limited to,distributed processing or component/object distributed processing,parallel processing, or virtual machine processing can also beconstructed to implement the methods described herein.

In yet another embodiment, the disclosed methods may be readilyimplemented in conjunction with software using object or object-orientedsoftware development environments that provide portable source code thatcan be used on a variety of computer or workstation platforms.Alternatively, the disclosed system may be implemented partially orfully in hardware using standard logic circuits or VLSI design. Whethersoftware or hardware is used to implement the systems in accordance withthis disclosure is dependent on the speed and/or efficiency requirementsof the system, the particular function, and the particular software orhardware systems or microprocessor or microcomputer systems beingutilized.

In yet another embodiment, the disclosed methods may be partiallyimplemented in software that can be stored on a storage medium, executedon programmed general-purpose computer with the cooperation of acontroller and memory, a special purpose computer, a microprocessor, orthe like. In these instances, the systems and methods of this disclosurecan be implemented as a program embedded on a personal computer such asan applet, JAVA® or CGI script, as a resource residing on a server orcomputer workstation, as a routine embedded in a dedicated measurementsystem, system component, or the like. The system can also beimplemented by physically incorporating the system and/or method into asoftware and/or hardware system.

Although the present disclosure describes components and functionsimplemented in the embodiments with reference to particular standardsand protocols, the disclosure is not limited to such standards andprotocols. Other similar standards and protocols not mentioned hereinare in existence and are considered to be included in the presentdisclosure. Moreover, the standards and protocols mentioned herein andother similar standards and protocols not mentioned herein areperiodically superseded by faster or more effective equivalents havingessentially the same functions. Such replacement standards and protocolshaving the same functions are considered equivalents included in thepresent disclosure.

The present disclosure, in various embodiments, configurations, andaspects, includes components, methods, processes, systems and/orapparatus substantially as depicted and described herein, includingvarious embodiments, subcombinations, and subsets thereof. Those ofskill in the art will understand how to make and use the systems andmethods disclosed herein after understanding the present disclosure. Thepresent disclosure, in various embodiments, configurations, and aspects,includes providing devices and processes in the absence of items notdepicted and/or described herein or in various embodiments,configurations, or aspects hereof, including in the absence of suchitems as may have been used in previous devices or processes, e.g., forimproving performance, achieving ease, and/or reducing cost ofimplementation.

The foregoing discussion of the disclosure has been presented forpurposes of illustration and description. The foregoing is not intendedto limit the disclosure to the form or forms disclosed herein. In theforegoing Detailed Description for example, various features of thedisclosure are grouped together in one or more embodiments,configurations, or aspects for the purpose of streamlining thedisclosure. The features of the embodiments, configurations, or aspectsof the disclosure may be combined in alternate embodiments,configurations, or aspects other than those discussed above. This methodof disclosure is not to be interpreted as reflecting an intention thatthe claimed disclosure requires more features than are expressly recitedin each claim. Rather, as the following claims reflect, inventiveaspects lie in less than all features of a single foregoing disclosedembodiment, configuration, or aspect. Thus, the following claims arehereby incorporated into this Detailed Description, with each claimstanding on its own as a separate preferred embodiment of thedisclosure.

Moreover, though the description of the disclosure has includeddescription of one or more embodiments, configurations, or aspects andcertain variations and modifications, other variations, combinations,and modifications are within the scope of the disclosure, e.g., as maybe within the skill and knowledge of those in the art, afterunderstanding the present disclosure. It is intended to obtain rights,which include alternative embodiments, configurations, or aspects to theextent permitted, including alternate, interchangeable and/or equivalentstructures, functions, ranges, or steps to those claimed, whether or notsuch alternate, interchangeable and/or equivalent structures, functions,ranges, or steps are disclosed herein, and without intending to publiclydedicate any patentable subject matter.

Embodiments include a method, the method comprising: altering, with anair compressor, air pressure within a battery housing; measuring, by aprocessor, a rate of change of the air pressure within the batteryhousing; and determining, by the processor, an issue with the batteryhousing exists based on the measured rate of change of the air pressurewithin the battery housing.

Aspects of the above method include wherein altering the air pressurewithin the battery housing comprises drawing air from the batteryhousing.

Aspects of the above method include wherein altering the air pressurewithin the battery housing comprises blowing air into the batteryhousing.

Aspects of the above method include further comprising: detecting, bythe processor, the air pressure within the battery is at one of apredetermined minimum or a predetermined maximum air pressure.

Aspects of the above method include further comprising: upon detecting,by the processor, the air pressure within the battery is at the one ofthe predetermined minimum or the predetermined maximum air pressure,ceasing to alter, with the air compressor, the air pressure within thebattery housing.

Aspects of the above method include further comprising: upon ceasing toalter the air pressure within the battery, determining a second rate ofchange of the air pressure within the battery housing.

Aspects of the above method include wherein determining, by theprocessor, an issue with the battery housing exists is further based onthe determined second rate of change of the air pressure within thebattery housing.

Embodiments include a system, comprising: a processor; and a memorycoupled to the processor and comprising computer readable program codethat when executed by the processor causes the processor to performoperations comprising: send a command to an air compressor to alter airpressure within a battery housing; measure a rate of change of the airpressure within the battery housing; and determine an issue with thebattery housing exists based on the measured rate of change of the airpressure within the battery housing.

Aspects of the above system include wherein altering the air pressurewithin the battery housing comprises drawing air from the batteryhousing.

Aspects of the above system include wherein altering the air pressurewithin the battery housing comprises blowing air into the batteryhousing.

Aspects of the above system include further comprising: detecting, bythe processor, the air pressure within the battery is at one of apredetermined minimum or a predetermined maximum air pressure.

Aspects of the above system include further comprising: upon detecting,by the processor, the air pressure within the battery is at the one ofthe predetermined minimum or the predetermined maximum air pressure,ceasing to alter, with the air compressor, the air pressure within thebattery housing.

Aspects of the above system include further comprising: upon ceasing toalter the air pressure within the battery, determining a second rate ofchange of the air pressure within the battery housing.

Aspects of the above system include wherein determining, by theprocessor, an issue with the battery housing exists is further based onthe determined second rate of change of the air pressure within thebattery housing.

Embodiments include a computer program product, comprising: anon-transitory computer readable storage medium having computer readableprogram code embodied therewith, the computer readable program codecomprising: computer readable program code configured when executed by aprocessor to: send a command to an air compressor to alter air pressurewithin a battery housing; measure a rate of change of the air pressurewithin the battery housing; and determine an issue with the batteryhousing exists based on the measured rate of change of the air pressurewithin the battery housing.

Aspects of the above computer program product include wherein alteringthe air pressure within the battery housing comprises drawing air fromthe battery housing.

Aspects of the above computer program product include wherein alteringthe air pressure within the battery housing comprises blowing air intothe battery housing.

Aspects of the above computer program product include furthercomprising: detecting, by the processor, the air pressure within thebattery is at one of a predetermined minimum or a predetermined maximumair pressure.

Aspects of the above computer program product include furthercomprising: upon detecting, by the processor, the air pressure withinthe battery is at the one of the predetermined minimum or thepredetermined maximum air pressure, ceasing to alter, with the aircompressor, the air pressure within the battery housing.

Aspects of the above system include further comprising: upon ceasing toalter the air pressure within the battery, determining a second rate ofchange of the air pressure within the battery housing.

The phrases “at least one,” “one or more,” “or,” and “and/or” areopen-ended expressions that are both conjunctive and disjunctive inoperation. For example, each of the expressions “at least one of A, Band C,” “at least one of A, B, or C,” “one or more of A, B, and C,” “oneor more of A, B, or C,” “A, B, and/or C,” and “A, B, or C” means Aalone, B alone, C alone, A and B together, A and C together, B and Ctogether, or A, B and C together.

The term “a” or “an” entity refers to one or more of that entity. Assuch, the terms “a” (or “an”), “one or more,” and “at least one” can beused interchangeably herein. It is also to be noted that the terms“comprising,” “including,” and “having” can be used interchangeably.

The term “automatic” and variations thereof, as used herein, refers toany process or operation, which is typically continuous orsemi-continuous, done without material human input when the process oroperation is performed. However, a process or operation can beautomatic, even though performance of the process or operation usesmaterial or immaterial human input, if the input is received beforeperformance of the process or operation. Human input is deemed to bematerial if such input influences how the process or operation will beperformed. Human input that consents to the performance of the processor operation is not deemed to be “material.”

Aspects of the present disclosure may take the form of an embodimentthat is entirely hardware, an embodiment that is entirely software(including firmware, resident software, micro-code, etc.) or anembodiment combining software and hardware aspects that may allgenerally be referred to herein as a “circuit,” “module,” or “system.”Any combination of one or more computer-readable medium(s) may beutilized. The computer-readable medium may be a computer-readable signalmedium or a computer-readable storage medium.

A computer-readable storage medium may be, for example, but not limitedto, an electronic, magnetic, optical, electromagnetic, infrared, orsemiconductor system, apparatus, or device, or any suitable combinationof the foregoing. More specific examples (a non-exhaustive list) of thecomputer-readable storage medium would include the following: anelectrical connection having one or more wires, a portable computerdiskette, a hard disk, a random access memory (RAM), a read-only memory(ROM), an erasable programmable read-only memory (EPROM or Flashmemory), an optical fiber, a portable compact disc read-only memory(CD-ROM), an optical storage device, a magnetic storage device, or anysuitable combination of the foregoing. In the context of this document,a computer-readable storage medium may be any tangible medium that cancontain or store a program for use by or in connection with aninstruction execution system, apparatus, or device.

A computer-readable signal medium may include a propagated data signalwith computer-readable program code embodied therein, for example, inbaseband or as part of a carrier wave. Such a propagated signal may takeany of a variety of forms, including, but not limited to,electro-magnetic, optical, or any suitable combination thereof. Acomputer-readable signal medium may be any computer-readable medium thatis not a computer-readable storage medium and that can communicate,propagate, or transport a program for use by or in connection with aninstruction execution system, apparatus, or device. Program codeembodied on a computer-readable medium may be transmitted using anyappropriate medium, including, but not limited to, wireless, wireline,optical fiber cable, RF, etc., or any suitable combination of theforegoing.

The terms “determine,” “calculate,” “compute,” and variations thereof,as used herein, are used interchangeably and include any type ofmethodology, process, mathematical operation or technique.

The term “electric vehicle” (EV), also referred to herein as an electricdrive vehicle, may use one or more electric motors or traction motorsfor propulsion. An electric vehicle may be powered through a collectorsystem by electricity from off-vehicle sources, or may be self-containedwith a battery or generator to convert fuel to electricity. An electricvehicle generally includes a rechargeable electricity storage system(RESS) (also called Full Electric Vehicles (FEV)). Power storage methodsmay include: chemical energy stored on the vehicle in on-board batteries(e.g., battery electric vehicle or BEV), on board kinetic energy storage(e.g., flywheels), and/or static energy (e.g., by on-board double-layercapacitors). Batteries, electric double-layer capacitors, and flywheelenergy storage may be forms of rechargeable on-board electrical storage.

The term “hybrid electric vehicle” refers to a vehicle that may combinea conventional (usually fossil fuel-powered) powertrain with some formof electric propulsion. Most hybrid electric vehicles combine aconventional internal combustion engine (ICE) propulsion system with anelectric propulsion system (hybrid vehicle drivetrain). In parallelhybrids, the ICE and the electric motor are both connected to themechanical transmission and can simultaneously transmit power to drivethe wheels, usually through a conventional transmission. In serieshybrids, only the electric motor drives the drivetrain, and a smallerICE works as a generator to power the electric motor or to recharge thebatteries. Power-split hybrids combine series and parallelcharacteristics. A full hybrid, sometimes also called a strong hybrid,is a vehicle that can run on just the engine, just the batteries, or acombination of both. A mid hybrid is a vehicle that cannot be drivensolely on its electric motor, because the electric motor does not haveenough power to propel the vehicle on its own.

The term “rechargeable electric vehicle” or “REV” refers to a vehiclewith on board rechargeable energy storage, including electric vehiclesand hybrid electric vehicles.

What is claimed is:
 1. A method, the method comprising: altering, with an air compressor, air pressure within a battery housing; measuring, by a processor, a rate of change of the air pressure within the battery housing; and determining, by the processor, an issue with the battery housing exists based on the measured rate of change of the air pressure within the battery housing.
 2. The method of claim 1, wherein altering the air pressure within the battery housing comprises drawing air from the battery housing.
 3. The method of claim 1, wherein altering the air pressure within the battery housing comprises blowing air into the battery housing.
 4. The method of claim 1, further comprising: detecting, by the processor, the air pressure within the battery is at one of a predetermined minimum or a predetermined maximum air pressure.
 5. The method of claim 4, further comprising: upon detecting, by the processor, the air pressure within the battery is at the one of the predetermined minimum or the predetermined maximum air pressure, ceasing to alter, with the air compressor, the air pressure within the battery housing.
 6. The method of claim 5, further comprising: upon ceasing to alter the air pressure within the battery, determining a second rate of change of the air pressure within the battery housing.
 7. The method of claim 6, wherein determining, by the processor, an issue with the battery housing exists is further based on the determined second rate of change of the air pressure within the battery housing.
 8. A system, comprising: a processor; and a memory coupled to the processor and comprising computer readable program code that when executed by the processor causes the processor to perform operations comprising: send a command to an air compressor to alter air pressure within a battery housing; measure a rate of change of the air pressure within the battery housing; and determine an issue with the battery housing exists based on the measured rate of change of the air pressure within the battery housing.
 9. The system of claim 8, wherein altering the air pressure within the battery housing comprises drawing air from the battery housing.
 10. The system of claim 8, wherein altering the air pressure within the battery housing comprises blowing air into the battery housing.
 11. The system of claim 8, further comprising: detecting, by the processor, the air pressure within the battery is at one of a predetermined minimum or a predetermined maximum air pressure.
 12. The system of claim 11, further comprising: upon detecting, by the processor, the air pressure within the battery is at the one of the predetermined minimum or the predetermined maximum air pressure, ceasing to alter, with the air compressor, the air pressure within the battery housing.
 13. The system of claim 12, further comprising: upon ceasing to alter the air pressure within the battery, determining a second rate of change of the air pressure within the battery housing.
 14. The system of claim 13, wherein determining, by the processor, an issue with the battery housing exists is further based on the determined second rate of change of the air pressure within the battery housing.
 15. A computer program product, comprising: a non-transitory computer readable storage medium having computer readable program code embodied therewith, the computer readable program code comprising: computer readable program code configured when executed by a processor to: send a command to an air compressor to alter air pressure within a battery housing; measure a rate of change of the air pressure within the battery housing; and determine an issue with the battery housing exists based on the measured rate of change of the air pressure within the battery housing.
 16. The computer program product of claim 15, wherein altering the air pressure within the battery housing comprises drawing air from the battery housing.
 17. The computer program product of claim 15, wherein altering the air pressure within the battery housing comprises blowing air into the battery housing.
 18. The computer program product of claim 15, further comprising: detecting, by the processor, the air pressure within the battery is at one of a predetermined minimum or a predetermined maximum air pressure.
 19. The computer program product of claim 18, further comprising: upon detecting, by the processor, the air pressure within the battery is at the one of the predetermined minimum or the predetermined maximum air pressure, ceasing to alter, with the air compressor, the air pressure within the battery housing.
 20. The computer program product of claim 19, further comprising: upon ceasing to alter the air pressure within the battery, determining a second rate of change of the air pressure within the battery housing. 